1282 Amendments of Ismail ERTUG
Amendment 15 #
2021/2046(INI)
Motion for a resolution
Citation 8 a (new)
Citation 8 a (new)
— having regard to the Commission communication of 11 December 2019 on ‘The European Green Deal’ (COM(2019)0640);
Amendment 39 #
2021/2046(INI)
Motion for a resolution
Recital D
Recital D
D. whereas the decarbonisation of transport will reduce the Union’s dependence on imports of fossil fuels and strengthen Europe’s energy security; whereas in 2018, fossil fuels imports cost the Union EUR 331 billion;
Amendment 44 #
2021/2046(INI)
Motion for a resolution
Recital D a (new)
Recital D a (new)
Da. whereas the Union has successfully decoupled economic growth from greenhouse gas emissions, as the EU economy grew by around 60% between 1990 and 2019, while greenhouse gas emissions were reduced by 24% over the same period;
Amendment 46 #
2021/2046(INI)
Motion for a resolution
Recital D b (new)
Recital D b (new)
Db. whereas transport-generated air pollution is a serious health problem in Europe; whereas, according to the World Health Organisation (WHO), air pollution is the biggest environmental risk to health in Europe, causing more than 400,000 premature deaths per year; whereas excessive levels of air pollution from transport pose a particular risk to the health of people living in urban areas and near transport hubs;
Amendment 67 #
2021/2046(INI)
Motion for a resolution
Recital F
Recital F
F. whereas some automotive manufacturers have announced a phase-out date for internal combustion engines for light-duty vehicles; whereas the industry has indicated that there will be 200 000 zero-emission heavy-duty-vehicles on European roads by 2030 and studies have suggested that battery electric vehicles could reach over 50% share of passenger car sales by 2030; whereas battery electric vehicles will reach upfront cost price parity with internal combustion engine vehicles by 2027;
Amendment 69 #
2021/2046(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas international maritime transport emits around 940 million tonnes of CO2 annually and is responsible for approximately 2.5 % of global GHG emissions1a; whereas maritime transport also impacts the environment by contributing to climate change and through different sources of pollution; whereas if mitigation measures are not swiftly introduced, emissions from international maritime transport could increase from about 90 % of 2008 emissions in 2018 to 90-130 % of 2008 emissions by 20502a, and thereby not contribute sufficiently to the achievement of the objectives of the Paris Agreement; _________________ 1a Third IMO GHG Study 2a Fourth IMO GHG Study
Amendment 80 #
2021/2046(INI)
Motion for a resolution
Recital G
Recital G
G. whereas only 22 % of the total transport workforce are women and there are important actions to be taken to further promote gender equality in the sector and ensure that all workers are free from violence and harassment;
Amendment 83 #
2021/2046(INI)
Motion for a resolution
Recital H
Recital H
H. whereas the Commission rReport on the application of Directive 2014/94/EU on the deployment of alternative infrastructure identified shortcomings that could undermine the overall uptake of zero- emission vehicles, notably on consumer friendliness, charging convenience and interoperability of payment, which discourages consumers from switching to electric alternatives;
Amendment 93 #
2021/2046(INI)
Motion for a resolution
Recital H a (new)
Recital H a (new)
Ha. whereas there are serious shortcomings in the working conditions for parts of the more than 10 million transport workers in Europe; whereas a truly sustainable transport system must bring social and environmental benefits that are mutually reinforcing;
Amendment 102 #
2021/2046(INI)
Motion for a resolution
Recital H b (new)
Recital H b (new)
Hb. whereas transport workers have made tremendous efforts and played a key role during the Covid-19pandemic, ensuring the continuous flow of goods across the EU, including essential goods such as food and medical supplies and equipment, as well as the distribution of vaccines;
Amendment 105 #
2021/2046(INI)
Motion for a resolution
Recital H c (new)
Recital H c (new)
Hc. whereas all transport modes lack personnel and this threatens the economic sustainability of the whole sector;
Amendment 134 #
2021/2046(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the Commission’s sSustainable and sSmart mMobility sStrategy and supports its ambition to achieve a climate- neutral, digitalised, competitive, more resilient and efficient transport sector;
Amendment 179 #
2021/2046(INI)
Motion for a resolution
Subheading 2 a (new)
Subheading 2 a (new)
Stresses that the efforts to ensure sustainable mobility must be combined with efforts addressing related challenges such as accessibility, affordability, safety, health, spatial planning and demographic change;
Amendment 189 #
2021/2046(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Welcomes the Commission’s efforts to accelerate the uptake of zero- emission vehicles and zero-emission fuels; calls on the Commission to aim for higher numbers of zero-emission light- and heavy- duty vehicles by 2030 and to propose more stringent CO2 standards and air-pollutant emission standards and to propose additional measures to incentivise the uptake of zero-emission heavy duty vehicles such as the revision of the rules on weight and dimension;
Amendment 200 #
2021/2046(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Welcomes the Commission’s ambition of zero-emission ocean-going vessels to be market ready by 2030; calls upon the inclusion for zero-emission short sea and inland waterway vessels; stresses the need for the uptake of zero-emission fuels and technologies in the sector on a large scale, simultaneously for new ships as well as retrofitting the current fleet, guided by the energy efficiency first principle;
Amendment 218 #
2021/2046(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls on the Commission to propose a strategic and integrated EU electro-mobility roadmap, as well as binding targets for Member States for public charging points as well as for hydrogen refuelling stationnd in so doing also set out the specific number of charging points per Member State, as well as for hydrogen refuelling stations along the TEN-T networks, at key urban areas, public facilities and logistic centres; calls on the Commission to also issue recommendations for the deployment of bus recharging and refuelling infrastructure as well as incentives for the construction of onshore power supply infrastructure in ports; believes that Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; _________________ 2 OJ L 307 28.10.2014, p. 1. 2
Amendment 242 #
2021/2046(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. UnderlEmphasises the importance of finding, using and inves that zero-emission fuels, such asting in future- proof zero-emission fuels and technologies that do not create lock-in effects; underlines that such fuels, inter alia clean hydrogen and synthetic fuels, should be used in accordance with the ‘energy efficiency first’ principle, mainly for those transport modes or segments where direct electrification is not possible or not yet market-ready ready; battery-electric and hydrogen fuel-cell trains are to be used in those parts of the train network where electrification is not possible or service frequencies too low to reach cost effectiveness;
Amendment 255 #
2021/2046(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Recognises that our cultural heritage is represented by historic vehicles and that the preservation of this heritage is linked to the use of these specific vehicles on public roads in a limited way; proposes therefore that synthetic fuel could be an environmentally friendly fuel for historic vehicles and the mobility strategy and possible legislation should take into due account the legal definition of a historic vehicle provided among others by Article 3(7) of the EU Roadworthiness Testing Directive 2014/45/EU and should give enough space for the use and maintenance of this heritage;
Amendment 257 #
2021/2046(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Emphasises that renewable energy in transport will play a key role to achieve the Union’s climate commitments; calls for a holistic and integrated approach to increase the share of renewable fuels and renewable energy in the transport sector; welcomes in this regard the Commission’s commitment to adopt relevant implementing legislation under the recast Renewable Energy Directive setting out methodologies for measuring GHG emissions savings and calls on the Commission to revise the incentives for electrification in the Directive;
Amendment 268 #
2021/2046(INI)
Motion for a resolution
Paragraph 5 b (new)
Paragraph 5 b (new)
5b. Stresses the need to create synergies between the TEN-E and TEN-T regulations to support the uptake of renewable fuels;
Amendment 307 #
2021/2046(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on the Commission to provide incentives for, and support research into and the development of alternative propulsion systems aimed at ultra-efficient vehicles and vessels, with engines capable of running on 100% sustainable fuels, including clean hydrogen, or ammonia that use direct electricity or fuel cells, in the maritime and aviation sectors;
Amendment 321 #
2021/2046(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. welcomes the Commission’s preparation of an Alliance on Zero Emission Aviation; calls on additional incentives to accelerate the renewal of existing fleets for more fuel efficient versions which can already operate on up to 50% SAF for commercial aircraft;
Amendment 326 #
2021/2046(INI)
Motion for a resolution
Paragraph 8 b (new)
Paragraph 8 b (new)
8b. Underlines the role of ports and airports as strategic locations for refuelling and recharging infrastructure and to develop clean hydrogen hubs; Calls on the Commission to incentivise the on-shore infrastructural investments necessary to accommodate the uptake of zero-emission fuels in the maritime sector;
Amendment 332 #
2021/2046(INI)
Motion for a resolution
Paragraph 8 c (new)
Paragraph 8 c (new)
8c. Calls on the Commission to elaborate further on zero-emission ports, addressing particularly their diverse roles as hubs for logistics, industry and energy, as well as for the blue economy; stresses the need of bottom-up port initiatives and concrete roadmaps, including ambitious pollution reduction targets towards zero- emissions, circularity principles and covering the entire port ecosystem;
Amendment 352 #
2021/2046(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Welcomes the Commission’s idea to offer consumers carbon-neutral choices for scheduled collective travel by 2030, but underlines that these choices should be available for journeys up to 1 000 km; regrets that the Commission is not addressing maritime passenger transport as one of the possibilities to shift towards more sustainable links; calls on the Commission to pursue, as apriority to achieve this target, the development of long-distance rail passenger transport with the completion of a European high- speed and night train network connecting capitals and major cities and to double the number of rail passengers by 2030;
Amendment 390 #
2021/2046(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10a. Emphasizes the importance of ensuring that connectivity, including in interurban, urban and rural areas, is inclusive and accessible to all demographic groups and that this principle needs to guide the planning of infrastructure and smart mobility solutions; further underlines that good connections are crucial also for the Union’s economic, social and territorial cohesion;
Amendment 413 #
2021/2046(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Calls on the Member States to significantly increase their efforts at national, regional and local level to increase the share of walking and cycling in urban and rural areas, as well as solutions favouring affordable and reliable public transport;
Amendment 430 #
2021/2046(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11a. Highlights the importance of launching a public EU communication campaign for passengers to regain trust in public transport after the COVID-19 crisis;
Amendment 443 #
2021/2046(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls on the Commission to propose mobility solutions that include the first and the last mile, thereby integrating the use of sustainable public transport and private mobility solution, including urban maritime transport such as ferries, and private mobility solutions as well as the usage of bicycles for public and private use cases;
Amendment 457 #
2021/2046(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. Calls on the Commission and the Member States to ensure that MaaS platforms are under public accountability in order to ensure the implementation of public policy goals for mobility; insists on the establishment of access rules to the MaaS platforms that require the offering of fair working conditions in particular for the new mobility service providers;
Amendment 470 #
2021/2046(INI)
Motion for a resolution
Paragraph 12 b (new)
Paragraph 12 b (new)
12b. Calls for mobility solutions for remote and rural areas with public transport as a their backbone; stresses the importance of fair working conditions for all transport workers especially in the so- called new mobility services;
Amendment 478 #
2021/2046(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Welcomes the Commission’s continued support to shift freight transport towards rail and inland waterways; regrets the fact that, despite these efforts, the share of road freight transport has increased in recent yearscalls on the Commission to take concrete measures to achieve this modal shift, including the use of inland waterways for local freight distribution in urban areas; regrets the fact that, despite these efforts, the share of road freight transport has increased in recent years; Calls on the Commission to increase the share of rail freight transport to 25% of the modal split by 2030 and to 40% by 2050;
Amendment 522 #
2021/2046(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Stresses the need to complete the internalisation of external costs for all modes of transportand the polluter pays principle for all modes of transport, both for passengers’ as well as freight transportation;
Amendment 524 #
2021/2046(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Stresses the need for strengthening Combined Transport; calls on the Commission to propose legal measures ensuring craneability of semi-trailers to unlock the full potential of Combined Transport and to provide sufficient EU funding for intermodal infrastructure;
Amendment 564 #
2021/2046(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Insists on the phasing-out of direct and indirect fossil fuel subsidies by 2022 in the Union and in each Member State, and considers the revision of the Energy Taxation Directive as the best possibility to achieve a stable and predictable carbon price; stresses that the Commission must therefore ensure an ambitious revision of the Energy Taxation Directive, also to internalise the negative fuel-related externalities of aviation and maritime transport in line with the polluter pays principle;
Amendment 592 #
2021/2046(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Welcomes the initiative to implement multimodal ticketing, and encourages the Commission to include public service obligations stakeholders in the process from the very beginning; Highlights the importance in this regard of competent local transport authorities;
Amendment 608 #
2021/2046(INI)
Motion for a resolution
Paragraph 21 a (new)
Paragraph 21 a (new)
21a. Calls on the Commission and Member States to accelerate the deployment of 5G infrastructure, to further support the digitalisation of transport;
Amendment 641 #
2021/2046(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Notes that the shift towards sustainable and smart mobility requires the sharing of data and proper data-integration between all relevant stakeholders thus it is important that vehicle inspection organisations have an independent, trusted, and non-discriminatory access to in-vehicle-data in order to check the performance of the automated driving systems throughout their life cycle. This can be realised by introducing an impartial and independent Trust Center. The introduction of a Trust Center would not require any change to the architecture of vehicles or processes already introduced by the vehicle manufacturer;
Amendment 681 #
2021/2046(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Believes that transport is the backbone of a well-functioning internal market and is of utmost importance for European socioeconomic and territorial cohesion; emphasises that public transport plays a vital role in this regard and to achieve sustainable, safe and accessible multimodal mobility; Further underlines the importance of taking measures to maintain, and where necessary create, means of transport connection as a service of general economic interest;
Amendment 698 #
2021/2046(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
27a. Supports a revision of the state aid rules or in order to facilitate a green and digital transition of transport; insists on including mandatory social criteria as well as social and equality objectives that ensure fair social and economic conditions in the transport sector;
Amendment 707 #
2021/2046(INI)
Motion for a resolution
Paragraph 27 b (new)
Paragraph 27 b (new)
27b. Points out the importance to address the direct relation between smart and sustainable mobility and the transition towards a more sustainable, resilient and smart tourism; highlights the swift completion of the TEN-T is key to facilitate mobility and accessibility across the EU, particularly in peripheral regions, islands and outermost regions, and consequently, to boost European and international tourism; calls on the Commission and Member States to promote sustainable transport services, including multimodal ticketing, within tourism experiences;
Amendment 728 #
2021/2046(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Stresses that the shift towards sustainable and smart mobility can create new high-quality jobs; believes that possible negative consequences that this shift may have for workers should be mitigated via social funding and a specific strategy for re- and upskilling as well as the redeployment of workers, thereby ensuring a just transition; highlights that an inclusive social dialogue and fundamental labour standards have to be ensured to support the social and economic upward mobility of workers;
Amendment 734 #
2021/2046(INI)
Motion for a resolution
Paragraph 28 a (new)
Paragraph 28 a (new)
28a. Calls on the European Commission to establish a Task Force with all relevant DG’s to identify and propose effective measures to develop a social agenda for the transport sector and to fight social dumping;
Amendment 737 #
2021/2046(INI)
Motion for a resolution
Paragraph 28 b (new)
Paragraph 28 b (new)
28b. Recalls that the pandemic has put particular pressure on workers in the aviation and seafaring sector; calls on the Commission to revise Regulation (EC) No1008/2008 to ensure decent working conditions in the aviation sector; welcomes the Commission to revise the Port State Control Directive; encourages the Commission and the Member States to promote high social standards in the context of ICAO and IMO;
Amendment 745 #
2021/2046(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Calls for the strengthening of social dialogue at European level and in the Member States; calls for measures to promote and enforce collective bargaining in the transport sector in order to eliminate any form of discrimination and unequal treatment in the transport sector;
Amendment 756 #
2021/2046(INI)
Motion for a resolution
Paragraph 30
Paragraph 30
30. Calls on the Commission and the Member States to encourage the diversification of the transport workforce, in particular to attract women and young workers; emphasises the right to safe and attractive workplaces in the transport sector, where all workers are free from violence or harassment and their health and safety at work is ensured, including access to decent sanitary facilities; encourages the Commission to integrate measures to ensure these rights, in line with the Gender Equality Strategy 2020- 2025 and its key actions, in the upcoming Strategic Framework on Health and Safety at Work for 2021-2027;
Amendment 768 #
2021/2046(INI)
Motion for a resolution
Paragraph 30 a (new)
Paragraph 30 a (new)
30a. Believes that all EU citizens should have equal access to transport, including persons with reduced mobility; welcomes the requirement that all new legislation should comply with the upcoming Disability Strategy;
Amendment 770 #
2021/2046(INI)
Motion for a resolution
Paragraph 30 b (new)
Paragraph 30 b (new)
30b. Welcomes the Commission's intention to propose an adequate financial protection scheme, to protect passengers and their right to reimbursement in case of liquidity risk or insolvency;
Amendment 780 #
2021/2046(INI)
Motion for a resolution
Paragraph 31 a (new)
Paragraph 31 a (new)
31a. Stresses the importance of ensuring the connectivity of all regions; encourages the Commission to pay special attention to islands, outermost and peripheral regions where maritime transports and aviation are of particular importance;
Amendment 796 #
2021/2046(INI)
Motion for a resolution
Paragraph 32
Paragraph 32
32. Supports the Commission’s efforts to either establish a European Road Safety Agency or task an existing agency with supporting sustainable, safe and smart road transport; as well as uniform implementation and enforcement of relevant Union legislation, in particularly social legislation, as recommended by the EU Sectoral Social Partner in road transport;
Amendment 809 #
2021/2046(INI)
Motion for a resolution
Paragraph 32 a (new)
Paragraph 32 a (new)
32a. Emphasizes the role of working conditions as a precondition for a safe transport system;
Amendment 812 #
2021/2046(INI)
Motion for a resolution
Paragraph 32 b (new)
Paragraph 32 b (new)
32b. Highlights that in order to meet the goals set in the 2021-2030 EU road safety policy framework, a coordinated, well-planed, and well-financed road safety approach is needed at EU, national, regional and local level; calls for measures to further strengthen road safety in urban nodes, suburban and rural areas and improve operational safety throughout the life cycle of critical infrastructure, such as tunnels and bridges;
Amendment 817 #
2021/2046(INI)
Motion for a resolution
Paragraph 32 c (new)
Paragraph 32 c (new)
32c. Highlights that the risk of death and injury in rail transport is many times lower than in road transport. Therefore, increasing the use of rail and relieving congestion on the roads will bring an enormous gain in transport safety;
Amendment 126 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – introductory part
Article 12 – paragraph 1 – introductory part
1. With regard to new non-residential buildings and non-residential buildings undergoing major renovation, with more than five parking spaces, Member States shall ensure:
Amendment 129 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – point a
Article 12 – paragraph 1 – point a
(a) the installation of at least one recharging point for every five parking spaces;
Amendment 142 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 1 – subparagraph 1
Article 12 – paragraph 1 – subparagraph 1
where the car park is physically adjacent to the building, and, for major renovations, renovation measures include the car park or the electrical infrastructure of the car park.
Amendment 152 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 2
Article 12 – paragraph 2
2. With regard to all non-residential buildings with more than twentyfive parking spaces, Member States shall ensure the installation of at least one recharging point for every tenfive parking spaces, and at least one bicycle parking space for every car parking space, by 1 January 2027. In case of buildings owned or occupied by public authorities, Member States shall ensure pre-cabling for at least one in two parking spaces by 1 January 2033.
Amendment 156 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 2 a (new)
Article 12 – paragraph 2 a (new)
2 a. With regard to non-residential buildings that are not characterised as offices buildings, Member States shall ensure that a sufficient amount of recharging points are deployed there.
Amendment 157 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 2 b (new)
Article 12 – paragraph 2 b (new)
2 b. With regard to office buildings or buildings owned or occupied by public authorities, Member States shall ensure the installation of a recharging point for at least one in two parking spaces by 1 January 2030.
Amendment 189 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 8 – introductory part
Article 12 – paragraph 8 – introductory part
8. Member States shall provide for measures in order to simplify the deployment of recharging points in new and existing residential and non-residential buildings and remove regulatory barriers, including permitting and approval procedures, without prejudice to the property and tenancy law of the Member States. Member States shall remove barriers to the installation of recharging points in residential buildings with parking spaces, in particular the need to obtain consent from the landlord or co-owners for a private recharging point for own use. For the purposes of the objectives referred to in this paragraph, Member States shall provide individual citizens and co- ownership communities, with the help of accredited installers, with clear guidance on the procedure for installing a recharging point, together with relevant information on the appropriate technical solution for the intended use, in particular in relation to the output power of the charging point. The guidelines shall include information on the potential impact on the electrical installation and grid.
Amendment 190 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 8 – introductory part
Article 12 – paragraph 8 – introductory part
8. Member States shall provide for measures in order to simplify the deployment of recharging points in new and existing residential and non-residential buildings and remove regulatory barriers, including permitting and approval procedures, without prejudice to the property and tenancy law of the Member States. Member States shall provide for measures in order to facilitate, harmonise and expedite the procedure for the installation of recharging points via accredited installers in new and existing residential and non-residential buildings and remove regulatory barriers, including permitting approval procedures from public authorities or grid operators, without prejudice to the property and tenancy law of the Member States; Member States shall remove barriers to the installation of recharging points in residential buildings with parking spaces, in particular the need to obtain consent from the landlord or co-owners for a private recharging point for own use.
Amendment 191 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 8 – introductory part
Article 12 – paragraph 8 – introductory part
8. Member States shall provide for measures in order to simplify the deployment of recharging points in new and existing residential and non-residential buildings and remove regulatory barriers, including permitting and approval procedures, without prejudice to the property and tenancy law of the Member States. Member States shall remove barriers to the installation of recharging points in residential buildings with parking spaces, in particular the need to obtain consent from the landlord or co-owners for a private recharging point for own use. Member States shall also encourage, facilitate, harmonise and expedite the installation of recharging points by the decision of co-owner associations.
Amendment 197 #
2021/0426(COD)
Proposal for a directive
Article 12 – paragraph 8 a (new)
Article 12 – paragraph 8 a (new)
8 a. Member States shall provide for measures allowing owners and tenants not having the possibility to install a recharging point at their place of residence, to request the installation of a publicly available recharging point near their place of residence, in accordance with the objectives of Regulation (2021/0223(COD) Deployment of Alternative Fuels infrastructure. To manage the number of publicly accessible recharging points installed according to the number of requests received in the same areas, Member States shall provide for appropriate measures.
Amendment 294 #
2021/0420(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) Certain existing standards of the core network should be extended to the extended core and comprehensive network in order to reap full network benefits, to increase interoperability between network types and to enable more activity by more sustainable forms of transport, including through higher digitalisation and other technological solutions. The provision of clear and reliable planning for the technical specifications for interoperability (TSI) is of utmost importance for regulatory stability, legal certainty and for unlocking investments in ERTMS.
Amendment 363 #
2021/0420(COD)
Proposal for a regulation
Recital 42
Recital 42
(42) ERTMS should be deployed in a continuous and synchronised manner not only on the core network, extended core network and comprehensive network, including in the urban nodes, but also on access routes to multimodal terminals. This will enable operations with ERTMS only and boost the business case of railway undertakings. Under no circumstance should it be possible for a new railway project that is not planning ERTMS deployment to be financed by Union funds.
Amendment 368 #
2021/0420(COD)
Proposal for a regulation
Recital 42 a (new)
Recital 42 a (new)
(42a) In order to facilitate a profound modal shift to sustainable rail freight transport by 2030 and 2040, investments are required in coordination with all relevant stakeholders to deliver high- quality cross-border networks. Financial efforts should also be focused on the deployment of digital and telematics applications, such as ERTMS and DAC (digital automatic coupling).
Amendment 427 #
2021/0420(COD)
Proposal for a regulation
Recital 49 a (new)
Recital 49 a (new)
(49a) In order to guarantee access to adequate resting facilities for professional drivers Members States should do their utmost to deploy a sufficient number of safe and secure parking areas for commercial vehicles along the whole TEN-Network in the European Union.
Amendment 453 #
2021/0420(COD)
Proposal for a regulation
Recital 59
Recital 59
(59) A sufficient number of fast recharging points for light and heavy-duty vehicles accessible to the public should be deployed across the trans-European transport network without delay. This aim should ensure full cross-border connectivity and allow electric and hydrogen vehicles to circulate throughout the Union. Distance-based targets for the trans- European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] are to ensure a minimum of sufficient coverage of electric recharging points along the Union’s main road networks.
Amendment 454 #
2021/0420(COD)
Proposal for a regulation
Recital 59
Recital 59
(59) A sufficient number of fast recharging points for light and heavy-duty vehicles accessible to the public should be deployed across the trans-European transport network without delay. This aim should ensure full cross-border connectivity and allow electric vehicles to circulate throughout the Union. Distance- based targets for the trans- European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] are to ensure a minimum of sufficient coverage of electric recharging points along the Union’s main road networks.
Amendment 458 #
2021/0420(COD)
Proposal for a regulation
Recital 59 a (new)
Recital 59 a (new)
(59a) It will be important to support the effective rollout in Member States of the recharging and refuelling infrastructure. This will require coordination amongst all stakeholders, including by European, national, and regional institutions, trade unions, and the industry.
Amendment 459 #
2021/0420(COD)
Proposal for a regulation
Recital 59 b (new)
Recital 59 b (new)
(59b) Sustainable alternative fuels and their infrastructure play a key role in this transition. A swift and continuous roll-out of alternative fuels infrastructure is a fundamental prerequisite to support and further boost the market uptake of sustainable vehicles, vessels and transport solutions. It is therefore crucial to enable sufficient levels of deployment of alternative fuels infrastructure and incentivise investments in sustainable technologies. The investment decisions that will be taken in the near future will be instrumental to put the transport sector on the right path in its ongoing transition and to ensure that it sufficiently contributes to reducing the Union’s GHG emissions by 55 percent by 2030 and to net-zero by 2050.
Amendment 462 #
2021/0420(COD)
Proposal for a regulation
Recital 59 c (new)
Recital 59 c (new)
(59c) In order to guarantee a full cross- border connectivity especially for light and heavy duty vehicles, Member States should ensure that a sufficient number of hydrogen refuelling points for light and heavy-duty vehicles accessible to the public is deployed across the TEN-T network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure]. A sufficient coverage of hydrogen refuelling points along the Union’s main road networks should allow hydrogen vehicles to circulate throughout the Union.
Amendment 464 #
2021/0420(COD)
Proposal for a regulation
Recital 60
Recital 60
(60) Publicly accessible recharging and refuelling infrastructure along the trans- European transport network as defined in Regulation (EU) […] [on the deployment of alternative fuels infrastructure] should be complemented with requirements on the deployment of recharging and refuelling infrastructure in multimodal terminals and for multimodal passenger hubs, to provide charging and refuelling opportunities for long haul trucks when they are being loaded or unloaded or when the driver is taking a rest or for busses in multimodal passenger hubs. In order to ensure free circulation, where the terminals or passenger hubs receive Union or public support, the access for purposes of charging and refuelling, should be on fair, affordable, transparent and non- discriminatory basis, so as to avoid market lock in for specific enterprises or possible distortions of competition. Pricing should be made on transparent and non- discriminatory basis for all authorised undertakings or persons, where the charging and refuelling infrastructure is build using Union or public funding.
Amendment 466 #
2021/0420(COD)
Proposal for a regulation
Recital 60 a (new)
Recital 60 a (new)
(60a) The Commission should closely monitor the fulfilment of the obligations of Member States laid down in this Regulation, especially regarding the installation of publicly accessible charging and refuelling points across their territory. In the case of a breach of Union law, the Commission should take all necessary steps, including infringement procedure in accordance with Article 258 TFEU, in order to guarantee the harmonised deployment of alternative fuels infrastructure rules in the Union.
Amendment 485 #
2021/0420(COD)
Proposal for a regulation
Recital 66 a (new)
Recital 66 a (new)
(66a) One of the main objectives of the TEN-T regulation should be to fill gaps, remove bottlenecks and technical barriers, and strengthen social, economic and territorial cohesion in the EU. The implementation of the TEN-T network creates the infrastructure conditions to make transport more sustainable and achieve climate objectives. Ten-T are the main networks on which goods and passengers are transported in the EU. The European Transport Corridors should be the network of the highest strategic importance for the development of sustainable and multimodal freight and passenger flows in Europe.
Amendment 486 #
2021/0420(COD)
Proposal for a regulation
Recital 66 b (new)
Recital 66 b (new)
(66b) There are still many gaps in between the corridors, also especially for example in the Rhine-Danube corridor. Filling the gap between the metropolitan areas of Nuremberg / Germany and Prague / Czech Republic via Amberg- Schwandorf in Germany would be the most efficient solution. This would bring enormous benefits, especially in the rail passenger and freight sector. The additional electrification via Schwandorf – Amberg could in particular alleviate the existing accessibility deficits in the central and northern Upper Palatinate.
Amendment 1805 #
2021/0420(COD)
Proposal for a regulation
Annex 3 - part 9/14
Annex 3 - part 9/14
Add the following to the corridor Rhine- Danube Corridor: - Nuremberg - Sulzbach - Rosenberg - Amberg - Schwandorf rail freight and rail passengers line The above rail line shall be included in the core network as specified in Annex 1
Amendment 256 #
2021/0223(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) At the early stage of market deployment there is still a degree of uncertainty with regard to the kind of vehicles that will come into the market and to the kind of technologies that are going to be widely used. As outlined in the Commission’s communication ‘A hydrogen strategy for a climate-neutral Europe’56 the heavy-duty segment was identified as the most likely segment for the early mass deployment of hydrogen vehicles. Therefore, hydrogen refuelling infrastructure should preliminarily focus on that segment while also allowing light-duty vehicles to fuel at publicly accessible hydrogen refuelling stations. To ensure interoperability, all publicly accessible hydrogen stations should at least serve gaseous hydrogen at 700 bar. The infrastructure roll out should also take into account the emergence of new technologies, such as liquid hydrogen, that allow a larger range for heavy-duty vehicles and are the preferred technology choice of some vehicle manufacturers. To that end, a minimum number of hydrogen refuelling stations should serve also liquid hydrogen in addition to gaseous hydrogen at 700 bar. Furthermore, following proper assessment, the Commission and Member States should consider supporting the deployment of hydrogen infrastructure also for other modes of transport, such as for airports and rail connections. _________________ 56 COM(2020) 301 final
Amendment 278 #
2021/0223(COD)
Proposal for a regulation
Recital 32
Recital 32
(32) Shore-side electricity facilities can serve maritime and inland waterway transport as clean power supply and contribute to reducing the environmental impact of seagoing ships and inland waterway vessels, mainly at berth in ports. The public health and climatological benefits of using onshore-power supply (OPS) over other options that use generators on board of vessels (running mostly on fossil fuels) are prominent in terms of air quality for urban areas surrounding ports. Under the FuelEU maritime initiative, ship operators of container and passenger ships need to comply with provisions to reduce emissions at berth. Mandatory deployment targets should ensure that the sector finds sufficient shore-side electricity supply in TEN-T core and comprehensive maritime ports to comply with those requirements. The application of these targets to all TEN- T maritime ports should ensure the level playing field between ports. In addition, a binding mandate needs to be in place that ensures that: if OPS infrastructure is available, it is used.
Amendment 294 #
2021/0223(COD)
Proposal for a regulation
Recital 32 b (new)
Recital 32 b (new)
(32 b) The prioritisation of certain segments of shipping for the provision and use of shore-side electricity should not exempt the other segments from contributing to the climate and zero pollution goals. The ultimate goal should be to achieve zero-GHG emission and zero-pollutants at berth for all sea-going vessels and inland-going vessels in EU ports, including in ports outside the TEN- T Network.
Amendment 296 #
2021/0223(COD)
Proposal for a regulation
Recital 32 c (new)
Recital 32 c (new)
(32 c) It is important to avoid stranded assets and make sure that the public and private investments that are made today are future proof and contributing to the climate neutral pathway as set out by the EU Green Deal. The deployment of shore- side electricity (SSE) in maritime ports has to be seen together with the current and future deployment of equivalent alternative zero-GHG emission (and zero- pollutants) technologies to SSE, in particular those technologies that deliver emission and pollutants reductions both at berth and during navigation;
Amendment 306 #
2021/0223(COD)
Proposal for a regulation
Recital 33
Recital 33
(33) Container ships and passenger ships, being the ship categories which are producing the highest amount of emissions per ship at berth, should as a priority be provided with shore-side electricity supply. In order to take into account power demand characteristics while at berth of different passenger ships, as well as port operational characteristics, it is necessary to distinguish between the passenger ship requirements for ro-ro passenger ships and high speed passenger vessels, and those for other passenger ships. However, this should not limit ports to tackle other segments as well and work towards including all segments in the pathway towards zero-GHG emissions and zero- pollutants at berth.
Amendment 523 #
2021/0223(COD)
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 a (new)
Article 3 – paragraph 1 – subparagraph 1 a (new)
Member States shall ensure that by 31 December 2025, commercial buildings with public parking facilities with more than 10 parking spaces for light duty vehicles shall equip at least 15 % of their parking spaces with publicly accessible recharging points.
Amendment 849 #
2021/0223(COD)
Proposal for a regulation
Article 9 – paragraph 1 a (new)
Article 9 – paragraph 1 a (new)
1 a. Member States shall ensure that sufficient grid infrastructure is made available to meet the requirements set out in Article 9, Paragraph 1a-c.
Amendment 1007 #
2021/0223(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Article 13 – paragraph 1 – subparagraph 1 – point p a (new)
Amendment 1087 #
2021/0223(COD)
Proposal for a regulation
Article 17 – paragraph 1
Article 17 – paragraph 1
1. Relevant, consistent and clear information shall be made available as regards motor vehicles which can be regularly fuelled with individual fuels placed on the market, or recharged by recharging points. To that end, Member States shall ensure that information shall be made available in motor vehicle manuals, at refuelling and recharging points, on motor vehicles and in motor vehicle dealerships in their territory. This requirement shall apply to all motor vehicles, and their motor vehicle manuals, placed on the market after 18 November 2016.
Amendment 1089 #
2021/0223(COD)
Proposal for a regulation
Article 17 – paragraph 2 – introductory part
Article 17 – paragraph 2 – introductory part
2. Identification of vehicles and infrastructures compatibility as well as identification of fuels and vehicle compatibility referred to in paragraph 1 shall be in compliance with the technical specifications referred to in points 9.1 and 9.2 of Annex II. WMember States shall ensure that where such standards refer to a graphical expression, including a colour coding scheme, the graphical expression shall be simple and easy to understand, and it shall be placed in a clearly visible manner:
Amendment 1094 #
2021/0223(COD)
Proposal for a regulation
Article 17 – paragraph 3
Article 17 – paragraph 3
3. When fuel prices are displayed at a fuel station, Member States shall ensure that a comparison between the relevant unit prices shall be displayed where appropriate, and in particular for electricity and hydrogen, for information purposes following the common methodology for alternative fuels unit price comparison referred to in point 9.3 of Annex II.
Amendment 111 #
2021/0211(COD)
Proposal for a directive
Recital 43
Recital 43
Amendment 119 #
2021/0211(COD)
Proposal for a directive
Recital 44
Recital 44
Amendment 130 #
2021/0211(COD)
Proposal for a directive
Recital 45
Recital 45
Amendment 134 #
2021/0211(COD)
Proposal for a directive
Recital 46
Recital 46
Amendment 138 #
2021/0211(COD)
Proposal for a directive
Recital 47
Recital 47
Amendment 147 #
2021/0211(COD)
Proposal for a directive
Recital 48
Recital 48
Amendment 154 #
2021/0211(COD)
Proposal for a directive
Recital 49
Recital 49
Amendment 159 #
2021/0211(COD)
Proposal for a directive
Recital 50
Recital 50
Amendment 163 #
2021/0211(COD)
Proposal for a directive
Recital 51
Recital 51
Amendment 169 #
2021/0211(COD)
Proposal for a directive
Recital 52
Recital 52
Amendment 176 #
2021/0211(COD)
Proposal for a directive
Recital 53
Recital 53
Amendment 182 #
2021/0211(COD)
Proposal for a directive
Recital 54
Recital 54
Amendment 186 #
2021/0211(COD)
Proposal for a directive
Recital 55
Recital 55
Amendment 191 #
2021/0211(COD)
Proposal for a directive
Recital 56
Recital 56
Amendment 198 #
2021/0211(COD)
Proposal for a directive
Recital 57
Recital 57
Amendment 207 #
2021/0211(COD)
Proposal for a directive
Recital 58
Recital 58
Amendment 210 #
2021/0211(COD)
Proposal for a directive
Recital 59
Recital 59
Amendment 217 #
2021/0211(COD)
Proposal for a directive
Recital 60
Recital 60
Amendment 403 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Chapter IVa
Chapter IVa
Amendment 408 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30a
Article 30a
Amendment 410 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30b
Article 30b
Amendment 413 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30c
Article 30c
Amendment 415 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30d
Article 30d
Amendment 428 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Amendment 430 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30f
Article 30f
Amendment 435 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Amendment 436 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30h
Article 30h
Amendment 444 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 21
Article 1 – paragraph 1 – point 21
Directive 2003/87/EC
Article 30i
Article 30i
Amendment 448 #
2021/0211(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 22
Article 1 – paragraph 1 – point 22
Directive 2003/87/EC
Annexes
Annexes
Amendment 477 #
2021/0211(COD)
Proposal for a directive
Annex I – point 2
Annex I – point 2
Directive 2003/87/EC
Annex III
Annex III
Amendment 482 #
2021/0211(COD)
Proposal for a directive
Annex I – point 2
Annex I – point 2
Directive 2003/87/EC
Annex IIIa
Annex IIIa
Amendment 54 #
2021/0197(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The strengthened CO2 emission reduction requirements should incentivise an increasing share of zero-emission vehicles being deployed on the Union market whilst providing benefits to consumers and citizens in terms of air quality and energy savings, as well as ensuring that innovation in the automotive value chain can be maintained. Within the global context, also the EU automotive chain must be a leading actor in the on- going transition towards zero-emission mobility. The strengthened CO2 emission reduction standards are technology neutral in reaching the fleet-wide targets that they set. Different technologies are and remain available to reach the zero-emission fleet wide target. Zero-emission vehicles currently include battery electric vehicles, fuel-cell and other hydrogen powered vehicles, and technological innovations are continuing. Zero and low-emission vehicles, which also include well performing plug-in hybrid electric vehicles, can continue to play a significant role in the transition pathway. Therefore the European Commission should further develop the possibility that low-emission vehicles include a digital solution to be able to detect zero emission zones and initiate the electric driving mode.
Amendment 4 #
2020/2216(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Highlights that European leadership can be a reality; notes that a second wave of digitalisation lies ahead; underlines that a common EU approach can make Europe the most innovative region in the world by 2030; stresses that digital revolution must contribute to sustainable development and benefit all citizens, while balancing the economic, ethical and environmental dimensions; further recognises that AI is an engine for sustainable transformation;
Amendment 10 #
2020/2216(INI)
Draft opinion
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. Demands that digital connectivity should be a key element to address; calls to the Commission to urgently address the existing digital divide and analyse the impact of digital technologies with regards to unequal access to technology, on the depopulation phenomenon and disparities in connectivity across the Member States;
Amendment 14 #
2020/2216(INI)
Draft opinion
Paragraph 1 b (new)
Paragraph 1 b (new)
1 b. The shaping of a fair digital sector must go hand-in-hand with educational aspects, socialisation, fair working conditions, work-life balance, democracy, good governance and strong public services;
Amendment 17 #
2020/2216(INI)
Draft opinion
Paragraph 1 c (new)
Paragraph 1 c (new)
1 c. Highlights that science, innovation and R&D will be indispensable to attain the objectives of inclusive digital transformation and European digital sovereignty;
Amendment 27 #
2020/2216(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Recognises that the EU has an enormously strong SME sector; recalls that this second wagve of digitalisation could lead to a strong industrial development of SMEs; reinforces the need to accelerate the digitalisation of SMEs and help them overcome barriers in adopting AI applications; calls for a goal of 500 digital unicorns within 10 years;
Amendment 32 #
2020/2216(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Recognizes that the less digitally mature sectors are facing both internal and external barriers to the adoption of the AI that need to be clearly identified; stresses that for the most part, and especially for SMEs, barriers to the adoption of AI are similar to those hindering digitalisation;
Amendment 35 #
2020/2216(INI)
Draft opinion
Paragraph 2 c (new)
Paragraph 2 c (new)
2 c. Stresses that the successful development and deployment of AI in Europe is dependent on increasing the availability of high-quality data; highlights that using biased data sets can inadvertently lead to biased AI applications and notes especially the risk for reproducing gender, cultural, ethnic, social, disability or sexual orientation biases; underlines the need to acknowledge and address all bias in data- based systems both in their development and use;
Amendment 41 #
2020/2216(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Emphasises that the COVID crisis provides an opportunity to speed up digitalisation; calls for financial incentives for SMEs that want to enter new markets; recognises the concern that large firms have better capabilities to take advantage of the opportunities provided by AI which could lead to overconcentration in the market of large firms and multinationals;
Amendment 46 #
2020/2216(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Recognises that the EU is lagging behind in the AI global competition; emphasises that the focus on services for citizens and businesses creates a global market segment in which the EU can lead, respecting its structural principles and values , including our Digital Identity, which are focusing on upholding fundamental rights, strong ethical aspects, legal safeguards and liability, thus protecting our democratic societies and citizens;
Amendment 49 #
2020/2216(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3 b. Calls for Commission to develop innovative and proportionate rules for a trustworthy digital society, ensuring it should be fully inclusive, fair and accessible for all;
Amendment 51 #
2020/2216(INI)
Draft opinion
Paragraph 3 c (new)
Paragraph 3 c (new)
3 c. Highlights that we need a European legal framework on AI, robotics and related technologies that addresses ethical principles and fundamental rights in their development, deployment and use; notes that such framework should agree on ethical and technical standards to govern the use of new technologies, such as AI;
Amendment 52 #
2020/2216(INI)
Draft opinion
Paragraph 3 d (new)
Paragraph 3 d (new)
3 d. Stresses that AI products and services may deliver different experiences to different consumers; highlights the importance of gender and ethnic diversity in digital careers to achieve digital products and services that fully address and represent the diverse set of experiences and needs of European consumers;
Amendment 74 #
2020/2216(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Calls for massive investment in clusters of excellence; calls to the Commission to facilitate the development of digital innovation hubs across the Member States in order to ensure the capacity-building, sharing of best practices in AI development and deployment and to mobilise the research and innovation along the entire value chain; recognises that such digital innovation hubs can also contribute to attract the access to talent and research capabilities in AI;
Amendment 79 #
2020/2216(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Calls to the Commission to initiate cross-sectoral dialogues, giving priority to healthcare, rural administrations and public service operators in order to present an action plan to facilitate the development, research and adoption of AI applications;
Amendment 81 #
2020/2216(INI)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Calls for more investment in research, innovation, science and the scientific community, which is the driving force of the technological and digital revolution;
Amendment 85 #
2020/2216(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Demands measures to end to the brain drain and attract the best minds to the EU; considers that the new Skills Agenda for Europe must address the challenges of adapting and raising new qualifications that reinforce the green and digital transition, including ethical aspects of AI;
Amendment 87 #
2020/2216(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Recognizes the need to protect the citizens and workers potentially at risk of displacement due to AI; calls to the Commission to develop strategies to manage digital transition by supporting reskilling programs, improving professional education, ensuring greater access to talent and provide long-life trainings for the current and future workforce with particular focus on SMEs; notes that education and transparency of new data driven technologies is important for the workforce to be able to understand, and be part of, the fair implementation; stresses the right of employees to know where and how their data is collected; Calls on social partners to explore the potential of digitalisation, data and AI to increase sustainable productivity, improve the well-being of their workforces while respecting workers’ rights as well as investing in awareness rising and digital literacy schemes;
Amendment 93 #
2020/2216(INI)
Draft opinion
Paragraph 8 b (new)
Paragraph 8 b (new)
8 b. Stresses that 90% of jobs require basic digital skills while 42% of EU citizens lack basic digital skills1a; _________________ 1a https://ec.europa.eu/digital-single- market/en/digital-economy-and-society- index-desi
Amendment 94 #
2020/2216(INI)
Draft opinion
Paragraph 8 c (new)
Paragraph 8 c (new)
8 c. Calls for promoting the creation and expansion of digital knowledge and support the research programmes and networks created among European universities in order to help European businesses and entrepreneurs attract the best talent and become the vanguard of digital innovation worldwide. Skills shortages and mismatches can be prevented by improving and facilitating connections between the education and training systems and the needs of companies to innovate;
Amendment 96 #
2020/2216(INI)
Draft opinion
Paragraph 8 d (new)
Paragraph 8 d (new)
8 d. Stresses that in order for new digitalisation wave to be successful, one of the crucial challenges is to provide sufficient digital skills for European digital sector; recalls that women are under-represented at all levels in the digital sector in Europe, from students (32% at Bachelor, Master or equivalent level)up to top academic positions (15%) and that the gap is largest in ICT specialist skills and employment, where only 18% are women in the EU2a _________________ 2a https://ec.europa.eu/digital-single- market/en/news/digital-economy- scoreboard-shows-women-europe-are- less-likely-work-or-be-skilled-ict
Amendment 97 #
2020/2216(INI)
Draft opinion
Paragraph 9
Paragraph 9
9. Recognises that AI deployment is key to European competitiveness in the digital era; highlights that to facilitate the uptake of AI in Europe, a common European approach is needed to avoid internal market fragmentation; calls for promoting AI technologies aimed at improving public services with collective benefits; stresses that AI can help to break down the silos by linking and streamlining public services to improve administration for the benefit of citizens and businesses as well as provide real- time data bases for services and decision making;
Amendment 105 #
2020/2216(INI)
Draft opinion
Paragraph 9 a (new)
Paragraph 9 a (new)
9 a. States that increased digitalisation will bring new energy needs but also contribute to bring efficiency with providing better understanding of processes and leading to their improvements; recognises that AI can help to identify where energy improvements can be made for energy and costs savings; furthermore AI can better help to measure energy efficiency, improve energy management and access to renewable storage;
Amendment 116 #
2020/2216(INI)
Draft opinion
Paragraph 10
Paragraph 10
10. Considers that access to big data is a key for the development of AI; calls for a new approach to data regulation; underlines the importance of level playing field and EU wide interoperability when using the exponentially increasing amount of the industrial and public data; recalls that success of the Union’s data economy as well as AI development and deployment primary depends on the wider ICT ecosystem, closing the digital divide, upskilling and reskilling of workforce, developing the IoT, fibre, quantum, block;
Amendment 120 #
2020/2216(INI)
Draft opinion
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Recalls that access to data must result from a transparent trade-off with citizens; recognises that when citizens authorize the use of the data, receiving as counterpart better services of general interest and a more competitive offer from the market; states that transparency and monitoring of the use of data must be ensured;
Amendment 134 #
2020/2216(INI)
Draft opinion
Paragraph 11
Paragraph 11
11. Warns against overregulating AI; recalls that regulation must be balanced, agile, permanently evaluated, and based on soft regulation except for high-risk areas; recognises that a regulatory approach to the definition of risk focusing only on high-risk sectors (healthcare, transport, energy and parts of the public sector) and high-risk uses or purposes can lead to potential loopholes;
Amendment 139 #
2020/2216(INI)
Draft opinion
Paragraph 11 a (new)
Paragraph 11 a (new)
11 a. Notes that data-driven technologies, including AI are becoming the dominant force in the digital economy; states that any regulatory framework will need to address the question of production and use, interoperability, access to and sharing of data, reskilling of workforce and data management, in particularly SMEs;
Amendment 143 #
2020/2216(INI)
Draft opinion
Paragraph 11 b (new)
Paragraph 11 b (new)
11 b. Supports the creation of "ecosystem of trust" as stated in the Commission's White paper on AI that should give citizens sufficient confidence to take up AI applications and provide to companies and public organisation the legal certainty to innovate in AI deployment;
Amendment 153 #
2020/2216(INI)
Draft opinion
Paragraph 12 a (new)
Paragraph 12 a (new)
12 a. Highlights that EU continues its international cooperation on AI with like- minded countries and global players with the approach of EU rules and values; calls on the Commission to closely monitor international level playing field in AI development and deployment;
Amendment 144 #
2020/2076(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Believes that digitalisation and decarbonisation could result in an overall decline of the volume of work. And emphasises the need to discuss the societal distribution of labour and capital (e.g. reduction of working hours, the digitalization of services, gender inequality dynamics).
Amendment 430 #
2020/2076(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Highlights the potential of sector coupling, interconnecting energy consuming sectors such as buildings, transport and industry. Draws specific attention to Green Hydrogen from renewable energy sources as a mean to accomplish better sectoral integration;
Amendment 470 #
2020/2076(INI)
Motion for a resolution
Paragraph 15 a (new)
Paragraph 15 a (new)
Amendment 57 #
2020/2012(INL)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Underlines the critical importance for data science in order to design discrimination free AI systems and prevent tainted data to be used;
Amendment 59 #
2020/2012(INL)
Draft opinion
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. Recommends to follow procedures for data processing compliant with existing legislation, confidentiality, anonymity, fair treatment and data protection regulation;
Amendment 60 #
2020/2012(INL)
Draft opinion
Paragraph 6 c (new)
Paragraph 6 c (new)
6 c. Draws attention to the high added value provided by autonomous vehicles for persons with reduced mobility, as such vehicles allow them to participate more effectively in individual road transport and thereby facilitate their daily lives;
Amendment 61 #
2020/2012(INL)
Draft opinion
Paragraph 6 d (new)
Paragraph 6 d (new)
Amendment 62 #
2020/2012(INL)
Draft opinion
Paragraph 6 e (new)
Paragraph 6 e (new)
6 e. Takes the view that it must always be possible to explain the AI decisions as well as any data driving those decisions to end-users and other stakeholders in non- technical terms;
Amendment 63 #
2020/2012(INL)
Draft opinion
Paragraph 6 f (new)
Paragraph 6 f (new)
6 f. Stresses the importance of accessibility, especially when designing MaaS-systems (Mobility as a Service).
Amendment 192 #
2020/0361(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) Online advertisement plays an important role in the online environment, including in relation to the provision of the information society services. However, certain forms of online advertisement can contribute to significant risks, ranging from advertisement that is itself illegal content, to contributing to creating financial incentives for the publication or amplification of illegal or otherwise harmful content and activities online, to misleading or exploitative marketing or the discriminatory display of advertising with an impact on the equal treatment and the rights of consumers. Consumers are largely unaware of the volume and granularity of the data that is being collected and used to deliver personalised and micro-targeted advertisements, and have little agency and limited ways to stop or control data exploitation. The significant reach of a few online platforms, their access to extensive datasets and participation at multiple levels of the advertising value chain has created challenges for businesses, traditional media services and other market participants seeking to advertise or develop competing advertising services. In addition to the information requirements resulting from Article 6 of Directive 2000/31/EC, stricter rules on targeted advertising and micro-targeting are needed, in favour of less intrusive forms of advertising that do not require extensive tracking of the interaction and behaviour of recipients of the service. Therefore, providers of information society services may only deliver and display online advertising to a recipient or a group of recipients of the service when this is done based on contextual information, such as keywords or metadata. Providers should not deliver and display online advertising to a recipient or a clearly identifiable group of recipients of the service that is based on personal or inferred data relating to the recipients or groups of recipients. Where providers deliver and display advertisement, they should be required to ensure that the recipients of the service have certain individualised information necessary for them to understand why and on whose behalf the advertisement is displayed, including sponsored content and paid promotion.
Amendment 430 #
2020/0361(COD)
Proposal for a regulation
Article 13 a (new)
Article 13 a (new)
Amendment 581 #
2020/0361(COD)
Proposal for a regulation
Article 13 a (new)
Article 13 a (new)
Amendment 746 #
2020/0361(COD)
Proposal for a regulation
Article 2 a (new)
Article 2 a (new)
Amendment 33 #
2020/0035(COD)
Proposal for a decision
Recital 1 a (new)
Recital 1 a (new)
(1a) The recent experiences during the COVID-19 pandemic demonstrated the importance of rail as being a stable, safe and a more resilient transport mode for freight and passenger transport. This is largely based on the employees who continued working under difficult, dangerous and uncertain conditions to ensure that medical supplies and essential goods are transported across Europe.
Amendment 36 #
2020/0035(COD)
Proposal for a decision
Recital 4
Recital 4
(4) In line with the objectives set out in the Commission Communication on the European Green Deal, there is a need to transform the Union economy and to rethink policies, in particular in the field of transport and mobility, which implies accelerating the shift to sustainable and smart mobility. Transport accounts for a quarter of the Union’s greenhouse gas emissions, and still growing. To achieve climate neutrality, a 90% reduction in transport emissions is needed by 2050. Achieving sustainable, intermodal transport means putting users first and providing them with more affordable, accessible, healthier and cleaner alternatives to their current mobility habits encouraging those already using sustainable transport modes such as walking, cycling and public transport. Achieving sustainable transport means as well putting transport workers first who are essential workers and deliver quality transport services to the benefit of users only when quality working conditions are realized. The European Green Deal implies to accelerate the shift to sustainable and smart mobility to address these challenges. In particular, a substantial part of the 75% of inland freight carried today by road should shift onto rail and inland waterways.
Amendment 48 #
2020/0035(COD)
Proposal for a decision
Recital 5 a (new)
Recital 5 a (new)
(5a) The COVID-19 pandemic has hit rail and the public transport sector exceptionally hard. The sector experienced an unprecedented decline in passenger numbers in international and long distant services as well as in regional, suburban and urban services. Despite the operational and financial constraints the sector maintained crucial connections for both people and the transport of essential goods. Rail and public transport play a key role in the economic recovery and are amongst the most sustainable transport means. Therefore the European Year of Rail should encourage citizens to use rail and public transport again.
Amendment 61 #
2020/0035(COD)
Proposal for a decision
Recital 6
Recital 6
(6) By connecting the Union’s main transport routes with its rural areas, regions, peripheral regions and territories, the rail sector contributes to social, economic and territorial cohesion.
Amendment 79 #
2020/0035(COD)
Proposal for a decision
Recital 7
Recital 7
(7) While the share of passenger rail in the Union land transport has only slightly increased since 2007, the share of freight has decreased. Many obstacles remain to achieve a true Single European Rail Area, including in respect of the need to minimise noise. Overcoming these obstacles together with cost reduction and accelerated innovation will allow rail to realise its full potential. Rail therefore needs a further boost to become more attractive to travellers, employees and businesses alike.
Amendment 82 #
2020/0035(COD)
Proposal for a decision
Recital 7 a (new)
Recital 7 a (new)
(7a) To increase the usage of rail services a comprehensive strategy needs to include a door-to-door approach and thus the use of public transport.
Amendment 86 #
2020/0035(COD)
Proposal for a decision
Recital 7 b (new)
Recital 7 b (new)
(7b) There were 979 railway companies employing over 660,000 people in the European Union in 20161a. Making the rail sector the third biggest employer of all modes of transport; in order to reach its full potential, it needs to diversify its workforce and attract women and young workers in particular. It is essential to deliver optimal transport services to the benefit of users, with rail employees enjoying quality working conditions; _________________ 1a European Commission (2019), Statistical Pocketbook: EU Transport in figures, p. 26-27.
Amendment 104 #
2020/0035(COD)
Proposal for a decision
Article 2 – paragraph 1 – point a
Article 2 – paragraph 1 – point a
(a) promote rail, including urban and suburban rail, as a sustainable, innovative and safe mode of transport, in particular by highlighting the role of rail and public transport as a game changer to help reaching the Union’s climate neutrality objective by 2050 and by reaching out to the wider public, especially youth;
Amendment 113 #
2020/0035(COD)
Proposal for a decision
Article 2 – paragraph 1 – point b
Article 2 – paragraph 1 – point b
(b) highlight the European, cross- border dimension of rail and its crucial role for sustainable tourism, that brings citizens closer together, allows them to explore the Union in all its diversity, fosters cohesion and contributes to integrate the Union internal market;
Amendment 122 #
2020/0035(COD)
Proposal for a decision
Article 2 – paragraph 1 – point c
Article 2 – paragraph 1 – point c
(c) enhance the contribution of rail to Union economy, industry and society, covering in particular aspects related to regional development, industrial competitiveness, sustainable tourism, innovation, social sustainable employment, education, youth and culture, and improving accessibility for persons with disabilities;
Amendment 143 #
2020/0035(COD)
Proposal for a decision
Article 2 a (new)
Article 2 a (new)
Article 2a Emphasise the importance of urban rail and public transport in urban areas that guarantee a sustainable first and last mile option for travellers and daily sustainable transport solutions for commuters.
Amendment 154 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 – point c
Article 3 – paragraph 1 – point c
(c) sharing experience and good practices of national, regional and local authorities, civil society, business, trade unions and schools on promoting the use of rail and public transport and on how to implement behavioural change at all levels;
Amendment 166 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 a (new)
Article 3 – paragraph 1 a (new)
1a. Encourage and promote initiatives in the public and private sector to promote and facilitate better business-travel patterns and commuting by rail.;
Amendment 167 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 b (new)
Article 3 – paragraph 1 b (new)
1b. Initiatives to simplify ticketing systems and carriage regulations;
Amendment 169 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 c (new)
Article 3 – paragraph 1 c (new)
1c. Promote the attractiveness of the railway profession , promote equal pay at the same place, reconciliation of work and private life, career development, protection against abuse and fair conditions of service;
Amendment 171 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 d (new)
Article 3 – paragraph 1 d (new)
1d. Cooperation with European rail museums and existing cultural events such as film festivals and art exhibitions;
Amendment 172 #
2020/0035(COD)
Proposal for a decision
Article 3 – paragraph 1 e (new)
Article 3 – paragraph 1 e (new)
1e. Campaigns to re-establish trust of citizens and passengers to use rail public passenger transport again.
Amendment 184 #
2020/0035(COD)
Proposal for a decision
Article 5 – paragraph 3 – subparagraph 1
Article 5 – paragraph 3 – subparagraph 1
The Commission shall convene regular meetings of stakeholders, social partners and representatives of organisations or bodies active in the field of rail transport, including existing transnational networks and relevant NGOs, as well as of youth organisations and communities, to assist it in implementing the European Year at Union level.
Amendment 185 #
2020/0035(COD)
Proposal for a decision
Article 6 a (new)
Article 6 a (new)
Article 6a Budget The financial envelope for the implementation of this Decision for the period from 1 January 2020 to 31 December 2022 shall be EUR 16 million. The annual appropriations shall be authorised by the European Parliament and the Council within the limits of the multiannual financial framework.
Amendment 4 #
2019/2186(INI)
Draft opinion
Recital A
Recital A
A. whereas the platform economy has become an integral and rapidly growing part of the European transport sector; whereas platforms hold potential to facilitate efficiency and productivity improvements and lower barriers to entry into the labour market.
Amendment 25 #
2019/2186(INI)
Draft opinion
Recital B
Recital B
B. whereas precarious self- employment in the platform sector is increasing, particularly for low-skilled platform-determined on-location work1 , including driving and delivery services, which is among the types of platform work raising most concerns on employment and working conditions; _________________ 1Eurofound (2018), Employment and working conditions of selected types of platform work, Publications Office of the European Union, Luxembourg.
Amendment 30 #
2019/2186(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. whereas many platforms have shifted social costs to workers and the public by circumvention of taxes, labour laws and commercial standards for health, safety and environment with grave socio-economic and individual consequences;
Amendment 37 #
2019/2186(INI)
Draft opinion
Recital B b (new)
Recital B b (new)
B b. Whereas the platform industry aggravates problems already existing in the standard labour market such as precarious atypical employment and zero hour contracts and should be tackled as part of a larger problem while ensuring that the solutions explicitly covers platform workers
Amendment 43 #
2019/2186(INI)
Draft opinion
Recital B c (new)
Recital B c (new)
B c. whereas a growing case law of court and administrative decisions find platform workers to be misclassified as self-employed; this misclassification limits the workers’ access to social protection and deprives them of the right to collectively bargain decent wages;
Amendment 45 #
2019/2186(INI)
Draft opinion
Recital B d (new)
Recital B d (new)
Amendment 49 #
2019/2186(INI)
Draft opinion
Recital B e (new)
Recital B e (new)
B e. whereas Council Recommendation 2019/C 387/01 recommends Member States to provide access to adequate social protection to all workers and self- employed persons in Member States;
Amendment 78 #
2019/2186(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Calls on the Member States to implement the Council Recommendation 2019/C 387/01 on access to social protection for workers and the self- employed;
Amendment 103 #
2019/2186(INI)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. draws attention to the Californian Assembly Bill 5 as a strong example of how to define self-employed workers in the Transportation industry using a rebuttable legal assumption
Amendment 111 #
2019/2186(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Emphasises the need for transparency and non-discrimination in transport and tourism platforms, specifically regarding algorithms that affect service, allocation of tasks, pricing, ranking, and advertising;
Amendment 113 #
2019/2186(INI)
Draft opinion
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. Calls on the Commission to investigate the potential of audit requirements on the underlying algorithms of platforms that facilitate employment to ensure non-discrimination and regulatory compliance
Amendment 114 #
2019/2186(INI)
Draft opinion
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. reminds that workers need to know how pay is determined and tasks are allocated and be given notice in case of change;
Amendment 116 #
2019/2186(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Emphasises the importance to workers of portability and interoperability of data between platforms; calls on Transport and Tourism platforms to ensure that workers have proper access to bringing personal rankings and reviews with them from one platform to another
Amendment 120 #
2019/2186(INI)
Draft opinion
Paragraph 6 a (new)
Paragraph 6 a (new)
Amendment 126 #
2019/2186(INI)
Draft opinion
Paragraph 7 a (new)
Paragraph 7 a (new)
7 a. Emphasises the need for member states to ratify the ILO conventions and strengthen the rights for platform workers to organise in trade unions, to bargain collectively and to co-determine at the company.
Amendment 128 #
2019/2186(INI)
Draft opinion
Paragraph 7 b (new)
Paragraph 7 b (new)
7 b. Reminds the Commission to take a holistic approach to solving issues such as bogus self-employment, zero hour contracts and barriers to organising as they are not unique to the platform economy but also affect large numbers of workers in the standard labour market
Amendment 129 #
2019/2186(INI)
Draft opinion
Paragraph 7 c (new)
Paragraph 7 c (new)
7 c. Reminds that women make up only 22% of workers in the transportation industry and also represent a minority of platform workers in the Transport and Tourism industries with anecdotal evidence hinting to female platform workers in the transport industry being affected by worse employment and working conditions than their male counterparts
Amendment 140 #
2019/2186(INI)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
Amendment 6 #
2019/0017(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Maritime transport has an impact on the global climate, as a result of carbon dioxide (CO2) emissions and methane slips from shipping. In 2015, it emitted 13% of the total Union greenhouse gas emissions from transport15 . International maritime shipping remains the only means of transportation not included in the Union's commitment to reduce greenhouse gas emissions. _________________ 15https://www.eea.europa.eu/data-and- maps/indicators/transport-emissions-of- greenhouse-gases/transport-emissions-of- greenhouse-gases-10.
Amendment 27 #
2019/0017(COD)
(12) Global IMO DCS provisions on data to be monitored and reported annually should be taken into account so as to ensure that streamlined data is collected for ships' activities falling under both systems. In order to do so, the parameter "deadweight tonnage" should be reported but "cargo carried" should remain on a voluntary basis. "Time at sea" should be replaced by the global IMO DCS definition of “hours underway". Finally, calculation of “distance travelled” should be based on global IMO DCS25 to reduce administrative burden. _________________ 25 IMO Resolution MEPC 282 (70).
Amendment 46 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph -1 (new)
Article 1 – paragraph -1 (new)
Regulation (EU) 2015/757
Article 1
Article 1
(-1) Article 1 is replaced by the following: "Article 1 Subject matter This Regulation lays down rules for the accurate monitoring, reporting and verification of carbon dioxide (CO2) and methane emissions and of other relevant information from ships arriving at, within or departing from ports under the jurisdiction of a Member State, in order to promote the reduction of CO2 emissions from maritime transport in a cost effective manner. " (This amendment applies throughout the text.) Or. en (https://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1582282041119&uri=CELEX:02015R0757-20161216)
Amendment 50 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph -1 a (new)
Article 1 – paragraph -1 a (new)
Regulation (EU) 2015/757
Article 2 – paragraph 1
Article 2 – paragraph 1
(-1a) in Article 2, paragraph 1 is replaced by the following: "1. This Regulation applies to ships above 5 000 gross tonnage in respect of CO2 and methane emissions released during their voyages from their last port of call to a port of call under the jurisdiction of a Member State and from a port of call under the jurisdiction of a Member State to their next port of call, as well as within ports of call under the jurisdiction of a Member State. (https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32015R0757)" Or. en
Amendment 59 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 1 a (new)
Article 1 – paragraph 1 a (new)
Regulation (EU) 2015/757
Article 5 – paragraph 2 a (new)
Article 5 – paragraph 2 a (new)
(1a) In Article 5 the following paragraph is added: 2a. By 31 December 2021, the Commission shall adopt delegated acts in accordance with Article 23, in order to supplement this Regulation by further specifying the methods for the reporting of on board methane slips.
Amendment 61 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 3 – point a
Article 1 – paragraph 3 – point a
Regulation (EU) 2015/757
Article 9 – paragraph 1 – point f
Article 9 – paragraph 1 – point f
(f) cargo carried, on a voluntary basis;
Amendment 64 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 5 – point b a (new)
Article 1 – paragraph 5 – point b a (new)
Regulation (EU) 2015/757
Article 11 – paragraph 3 – point xi a (new)
Article 11 – paragraph 3 – point xi a (new)
(ba) a new point (xia) is added to paragraph 3(a): (xia) cargo carried;
Amendment 71 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 5 a (new)
Article 1 – paragraph 5 a (new)
Regulation (EU) 2015/757
Article 21 – paragraph 1
Article 21 – paragraph 1
(5a) Article 21 (1) is replaced by the following: "1. By 30 June each year, the Commission shall make publicly available the information on CO2 emissions reported in accordance with Article 11 as well as the information set out in paragraph 2 of this Article. " Or. en (https://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1582282041119&uri=CELEX:02015R0757-20161216)
Amendment 74 #
2019/0017(COD)
Proposal for a regulation
Article 1 – paragraph 6 a (new)
Article 1 – paragraph 6 a (new)
Regulation (EU) 2015/757
Article 21 – paragraph 2 – point k a (new)
Article 21 – paragraph 2 – point k a (new)
(6a) in Article 21 (2) a new point (ka) is added: (ka) cargo carried.
Amendment 6 #
2018/2089(INI)
Motion for a resolution
Recital B
Recital B
B. whereas the overwhelming majority of road accidents are due to human errorhuman error contributes to a majority of collisions and, as such, there is an imperative need to reduce the possibilities for such errors, while maintaining personal mobility;
Amendment 33 #
2018/2089(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1 a. acknowledges its potential for all autonomous private and public means of road, rail, waterborne and air transport.
Amendment 39 #
2018/2089(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Acknowledges the potential ofat automated mobility presents an important potential for many sectors, including and offers new business opportunities for start-ups, SMEs and the industry; as a whole, especially regarding the creation of new mobility services for users.
Amendment 48 #
2018/2089(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Urges the Commission to present legislative actions, especially regarding data protection, data access and cyber security, as per its resolution of 13 March 2018 on a European Strategy on Cooperative Intelligence Transport Systems; Recognises the opportunity presented by the Commission’s upcoming Recommendations on access to in-vehicle data and resources to set out a roadmap for the presentation of legislative actions,
Amendment 50 #
2018/2089(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Affirms the need for said legislative actions to ensure fair, real- time, unrestricted and technology-neutral access to in-vehicle data for the entire automotive value chain; Such access should enable end users and third parties to benefit from digitalisation and guarantee a level playing field and maximum security with regard to storage of in-vehicle data.
Amendment 60 #
2018/2089(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Notes that in-vehicle and route data are fundamental building blocks for the achievement of autonomous driving; urges the Commission, therefore, to ensure that obstacles to the use of such dataand connected driving; and adjacent markets for competitive services and prices for endusers; urges the Commission, therefore, to ensure that obstacles to the direct real-time access to the vehicle and its data and resources for independent service providers are dismantled and a robust regulatory system in this respect is put in place in a timely manner;roposed by the end of 2018.
Amendment 66 #
2018/2089(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. Notes, that providing legal certainty for the industry as regards conformity with existing key legislation with particular reference to ePrivacy and GDPR legislation;
Amendment 68 #
2018/2089(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Stresses the expected massive increase in data produced by and gathered and transmitted from autonomous vehicles and underlines the need to use non- personal, anonymised data in order to deploy autonomous vehicles;for the whole chain to use these data in order to encourage the deployment of autonomous vehicles and to further develop innovation in the framework of new mobility solutions.
Amendment 75 #
2018/2089(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Underlines that fully autonomous vehicles will be commercially available by 2030 and that appropriate regulatory frameworks ensuring their safe operation need to be in place as soon as possible in order to address the resulting changes;
Amendment 84 #
2018/2089(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11 a. Underlines the importance of adopting the new General Safety Regulation for motor vehicles, given the short-term life-saving potential of mandatory installation of new vehicle safety technologies, which will furthermore also be used for the deployment of connected and automated vehicles in the future;
Amendment 96 #
2018/2089(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Underlines the need for clear legislation, that is regularly reviewed, updated where necessary, and harmonized in terms of data sampling, storage and access, obligating the installation of event data recorders for highly automated vehicles in line with the eCall Regulation5 in order to clarify and enable the tackling, as soon as possible, of issues of liability; _________________ 5OJ L 123, 19.5.2015, p. 77.
Amendment 142 #
2018/2089(INI)
Motion for a resolution
Paragraph 23 a (new)
Paragraph 23 a (new)
23 a. Improves the framework conditions for autonomous driving on rail and accelerate the transition to a digital rail sector, notes the European Train Control System (ETCS) serves as the basis for automation in the rail sector, which is achieved by linking the ETCS to the Automatic Train Operation (ATO); urges the Commission during the deployment of ETCS to be accelerated and priorized in EU funding schemes.
Amendment 143 #
2018/2089(INI)
Motion for a resolution
Paragraph 23 b (new)
Paragraph 23 b (new)
23 b. Calls upon the Commission to make the continuation of Shitf2Rail programme for further developments towards a digital rail network and fully automated driving on rail, including the development of a standard of ATO over ETCS as well as cybersecurity.
Amendment 156 #
2018/2089(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Calls on the Commission to create comprehensive rules for manufacturer, driver or operator responsibilities at every level of automation across all modes of transport; underlines that those responsibilities need to be clearly communicated through commercial labelling or other forms of communication; reminds that an equal access to in-vehicle data and resources for all parties is an essential condition for ensuring vehicle safety during the whole lifecycle of the vehicle through regular maintenance interventions.
Amendment 2 #
2018/2023(INI)
Motion for a resolution
Citation 7 a (new)
Citation 7 a (new)
- having regard to the opinion of the European Economic and Social Committee,
Amendment 23 #
2018/2023(INI)
E a. whereas decarbonisation of road transport via carbon-free alternative fuels will require different fuels for different vehicle segments, meaning that no solution should be excluded;
Amendment 32 #
2018/2023(INI)
Motion for a resolution
Recital H
Recital H
H. whereas the recast of the DirectiveRegulation on emission standards for new passenger cars and for new light commercial vehicles will hopefully set ambitious reduction targets and incentivise low and zero- emission vehicles, thus leading the way to a decarbonised European vehicle fleet, which will require the deployment of an adequate infrastructure network for alternative fuels; whereas the revision of the Directive for the Promotion of clean and energy- efficient road transport vehicles complements the Directive for Alternative Fuels by guaranteeing demand for suppliers and increasing the uptake of clean vehicles, particularly in urban areas;
Amendment 40 #
2018/2023(INI)
Motion for a resolution
Recital J
Recital J
J. whereas according to Directive 2014/94/EU, alternative fuels still encompass fuels of fossil origin, thus contradicting the goal of decarbonisation and the phasing out of fossil fuels; however, in the shipping sector, LNG and CNG as transitory technologies may contribute to cleaner air especially around ports and along coastlines;
Amendment 45 #
2018/2023(INI)
Motion for a resolution
Recital M
Recital M
M. whereas the TEN-T networks constitute the main transport networks in the European Union; whereas focussing on deploying alternative fuels infrastructure and pursuing the goal established in the communication to provide full coverage of the trans-European transport network (TEN-T) core network corridors with charging points by 2025 should be a key priority; whereas this target should be complemented by also taking into account urban and rural areas, where customers'experience shows that the potential for the uptake of clean vehicles is higher; whereas conveying funds to projects that, although not yet financially viable, show thinner market gaps, represents an efficient way of using public funds to allow increased financial sustainability of the charging infrastructure business, allowing for a faster decarbonisationof the transport sector;
Amendment 58 #
2018/2023(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Notes that the Commission’s evaluation of the National Framework Plans (NFPs) reveals differing levels of effort and ambition between Member States and that the deployment of alternative fuels is falling short; calls therefore on the Commission to replace NFPs with mandatory objectives such as those put forward in the 2013 proposal, while also taking into account the projected and realised uptake of alternative-fuel vehicles and their technological progress, as well as the goal of having a trans- European infrastructure network for all alternative fuels; points out that the infrastructure shall be equipped with the necessary technical and communication devices to manage the charging process, enabling effective and efficient charging and all the environmental and socio- economic benefits that it entails;
Amendment 71 #
2018/2023(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Suggests an annual evaluation of the Member States’ implementation status and broadening of the Directive’s scope to shift it from deployment along the TEN-T core network to also covering the TEN-T comprehensive urban and regional nodes and the infrastructure for public fleets; recognises that with expected market uptake of Zero Emission vehicles this is needed before 2025 for the core network and by 2030 latest for the comprehensive network;
Amendment 73 #
2018/2023(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Suggests an annual evaluation of the Member States’ implementation status and broadening of the Directive’s scope to shift it from deployment along the TEN-T network to also covering urban and regional nodes and the infrastructure for public fleets; calls on the Commission to extend the CEF's scope in this regard and increase its funding;
Amendment 85 #
2018/2023(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5 a. calls on the Commission to complement the climate related goals of Directive 2014/94/EC with additional clean air measures following the fitness check of the EU Ambient Air Quality Directives1a; _________________ 1a 2004/107/EC and 2008/50/EC
Amendment 90 #
2018/2023(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Welcomes the Commission’s effort to provide an additional EUR 800 million as start-up financing to support the uptake of alternative fuels infrastructure; doubts, however, that the leverage will be sufficient given the projected need for EUR 5.2 billion up to 2020 and an additional EUR 16-22 billion of overall investment up to 20253 ; _________________ 3urges the Commission to not only support the deployment but also the operating of such infrastrucutre during the unprofitable market uptake phase; _________________ 3 COM(2017)0652. COM(2017)0652.
Amendment 109 #
2018/2023(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Calls on Member States to review their energy taxation frameworks in order to facilitate and incentivise the uptake of alternative fuels, including land side electric charging of ships that cannot compete with energy generation by dirty combustion engines on board which is exempted from taxation and to remove burdensome taxation on electricity used to generate alternative fuels, including power- to-gas as storage for intermittent renewable energies; calls on the Commission to include such an exemption for ports in the Energy Taxation Directive;
Amendment 110 #
2018/2023(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. CTaxation has a major impact on the price competitiveness of alternative fuels, therefore calls on Member States to review their energy taxation frameworks in order to facilitate and incentivise the uptake of carbon-free alternative fuels, such as land side electric charging of ships that cannot compete with energy generation with combustion engines on board which is exempted from taxation, and to remove burdensome taxation on electricity used to generate alternative fuels, including power- to-gas as storage for intermittent renewable energies;
Amendment 117 #
2018/2023(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Regrets that progress regarding the deployment of alternative fuels infrastructure and the availability of alternatively powered vehicles is too slow, and calls on manufacturers to step up efforts in this regard; recognises the need for policies that stimulate the offer of alternatively fuelled light and heavy-duty vehicles, such as ambitious emissions standards in 2025 and 2030 for new light and heavy-duty vehicles, including strong incentives such as a bonus-malus system for zero and low emission vehicles;
Amendment 118 #
2018/2023(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Regrets that progress regarding the deployment of alternative fuels infrastructure and the availability of alternatively powered vehicles is too slow, and calls on manufacturers to step up efforts in this regard; recognises the need for policies that stimulate the offer of alternatively fuelled light and heavy-duty vehicles, such as ambitious emissions standards in 2025 and 2030 for new light and heavy-duty vehicles, including sales targets for zero and low emission vehicles.
Amendment 130 #
2018/2023(INI)
Motion for a resolution
Paragraph 10 a (new)
Paragraph 10 a (new)
10 a. Stresses the importance of streamlining and exchanging best practices, especially with guidance from the Sustainable Transport Forum, which was established by the Commission and should be seen as the core coordination instrument for reporting on the progress made by the National Policy Frameworks;
Amendment 114 #
2018/0228(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) An important objective of this Programme is to deliver increased synergies between the transport, energy and digital sector. For that purpose, the Programme should provide for the adoption of cross-sectoral work programmes that could address specific intervention areas, for instance as regards connected and automated mobility or alternative fuelsfilling the gaps in alternative fuels infrastructure throughout the European Union as there is a strong need to increase the uptake of alternative fuels and create a stable environment for investment.. In addition, the Programme should allow, within each sector, the possibility to consider eligible some ancillary components pertaining to another sector, where such an approach improves the socio-economic benefit of the investment. Synergies between sectors should be incentivized through the award criteria for the selection of actions.
Amendment 175 #
2018/0228(COD)
Proposal for a regulation
Recital 11
Recital 11
(11) The TEN-T guidelines require, with regard to new technologies and innovation, that the TEN-T enables the decarbonisation of all transport modes by stimulating energy efficiency as well as the use of alternative fuels. Directive 2014/94/EU of the European Parliament and of the Council21 establishes a common framework of measures for the deployment of alternative fuels infrastructure in the Union in order to minimise dependence on oil and to mitigate the environmental impact of transport and requires Member States to ensure that recharging or refuelling points accessible to the public are made available by 31 December 2025. As outlined in the Commission proposals22 of November 2017, a comprehensive set of measures to promote low-emission mobility is necessary including financial support where the market conditions do not provide a sufficient incentive. Furthermore, the current system of National Framework Plans (NFPs) could be improved by more efficient instruments including concrete, binding and enforceable targets. __________________ 21 Directive 2014/94/EU of the European Parliament and of the Council of 22 October 2014 on the deployment of alternative fuels infrastructure (OJ L 307, 28.10.2014, p. 1). 22 Commission Communication "Delivering on low-emission mobility A European Union that protects the planet, empowers its consumers and defends its industry and workers" – COM(2017) 675
Amendment 435 #
2018/0228(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – point i
Article 3 – paragraph 2 – point a – point i
(i) to contribute to the development of projects of common interest relating to efficient and interconnected networks and infrastructure, in particular in border regions by resolving bottlenecks and non- existent connections, for smart, sustainable, inclusive, safe and secure mobility;
Amendment 446 #
2018/0228(COD)
Proposal for a regulation
Article 3 – paragraph 2 – point a – point i a (new)
Article 3 – paragraph 2 – point a – point i a (new)
(ia) to contribute to the comprehensive Union-wide deployment of alternative fuels infrastructure, in accordance with Article 33 of Regulation (EU) No 1315/2013,where the industry, notably manufacturers, suppliers, energy and fuel producers contribute 90 % of the overall investment.
Amendment 490 #
2018/0228(COD)
Proposal for a regulation
Article 4 – paragraph 1
Article 4 – paragraph 1
1. The financial envelope for the implementation of the Programme for the period 2021-2027 is set at EUR 42,24,765,493,000 in current prices.
Amendment 500 #
2018/0228(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point a – introductory part
Article 4 – paragraph 2 – point a – introductory part
(a) up to EUR 30,63,115,493,000 for the specific objectives referred to in Article 3(2)(a), of which:
Amendment 504 #
2018/0228(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point a – point -i (new)
Article 4 – paragraph 2 – point a – point -i (new)
(-i) EUR 2,500,000,000 for the deployment of alternative fuels infrastructure, in accordance with Article 33 of Regulation (EU) No 1315/2013;
Amendment 764 #
2018/0228(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b a (new)
Article 9 – paragraph 2 – point b a (new)
(ba) Actions to reduce rail noise, in particular by converting the existing rolling stock to whisper brakes;
Amendment 771 #
2018/0228(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point c
Article 9 – paragraph 2 – point c
(c) Under the specific objective referred to in Article 3(2)(a)(ii): actions, or specific activities within an action, supporting transp supporting new innovations and technologies, fort infrastructure on the TEN-T Network in order to adapt it to military mobility requirements with the purpose of enablstance telematics applications systems and automation, including for safety purposes, ing a civilian-military dual-use of the infrastructure.ccordance with Article 31 of Regulation(EU) No 1315/2013;
Amendment 821 #
2018/0228(COD)
Proposal for a regulation
Article 10 – paragraph 1 a (new)
Article 10 – paragraph 1 a (new)
1a. Actions that contribute to the comprehensive Union-wide deployment of alternative fuels infrastructure, in accordance with Article 33 of Regulation (EU) No 1315/2013, where the industry, notably manufacturers, suppliers, energy and fuel producers contribute 90 % of the overall investment.
Amendment 47 #
2018/0225(COD)
Proposal for a decision
Article 4 – paragraph 1
Article 4 – paragraph 1
1. In accordance with Article 9(1)of Regulation … FP/RfP Regulation, the financial envelope for the implementation of the Specific Programme for the period 2021 to 2027 shall be EUR 94 1120 000 000 000 in current prices.
Amendment 24 #
2018/0224(COD)
Proposal for a regulation
Recital 14 a (new)
Recital 14 a (new)
(14 a) It is appropriate to further reduce the administrative burden for applicants in order to lower the barrier for participation especially for SME's, smaller research organisations and civil society organisations.
Amendment 29 #
2018/0224(COD)
Proposal for a regulation
Recital 25
Recital 25
(25) The Programme should promote and integrate cooperation with third countries and international organisations and initiatives based on common interest, mutual benefit and global commitments to implement the UN SDGs. International cooperation should aim to strengthen the Union's research and innovation excellence, attractiveness and economic and industrial competitiveness, to tackle global challenges, as embodied in the UN SDGs, and to support the Union's external policies. An approach of general opening for international participation and targeted international cooperation actions, including low- and middle-income, countries, should be followed, including through appropriate eligibility for funding of entities established in low to middle income countries. At the same time, association of third countries to the Programme should be promoted.
Amendment 32 #
2018/0224(COD)
Proposal for a regulation
Recital 28
Recital 28
(28) The activities developed under the Programme should aim at eliminating gender inequalities and promoting equality between women and men in research and innovation, in compliance with Articles 2 and 3 of the Treaty on European Union and Article 8 of the TFEU. The gender dimension should be adequately integrated in research and innovation content and followed through at all stages of the research cycle. While excellence remains the sole principle of granting funds under Horizon Europe, the EU and Member States shall step up their efforts in order to reduce the gender gap in science and research and thus raise the share of female researchers awarded with funding under the EU programmes. In the framework of this regulation, particular importance should be given to ensure gender balance, subject to the situation in the field of research and innovation concerned, in evaluation panels and in other relevant advisory and expert bodies.
Amendment 35 #
2018/0224(COD)
Proposal for a regulation
Recital 44 a (new)
Recital 44 a (new)
(44 a) While excellence remains the sole principle for awarding funds under Horizon Europe, the EU and its Member States may step up efforts for capacity building in remote and less competitive regions in order to allow their research organisations and industry to acquire more successfully funding under Horizon Europe. By doing so a concentration of funding in regions with well-established research organisations can be reduced.
Amendment 59 #
2018/0224(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. The financial envelope for the implementation of the Framework Programme for the period 2021 – 2027 shall be EUR 94 1120 000 000 000 in current prices for the specific programme referred to in Article 1(3)(a) and, in addition, the amount for the specific programme referred to in Article 1(3)(b), as laid down in Regulation…. establishing the European Defence Fund.
Amendment 67 #
2018/0224(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b – introductory part
Article 9 – paragraph 2 – point b – introductory part
(b) EUR 52 778 600 000 000 for Pillar II 'Global Challenges and Industrial Competitiveness' for the period 2021-2027, of which
Amendment 70 #
2018/0224(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b – point 2
Article 9 – paragraph 2 – point b – point 2
(2) EUR 24 800 000 000 for cluster 'Inclusive and Secure Society';
Amendment 72 #
2018/0224(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b – point 3
Article 9 – paragraph 2 – point b – point 3
(3) EUR 125 000 000 000 for cluster 'Digital and Industry';
Amendment 73 #
2018/0224(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b – point 4
Article 9 – paragraph 2 – point b – point 4
(4) EUR 1528 000 000 000 for cluster 'Climate, Energy and Mobility';
Amendment 78 #
2018/0224(COD)
Proposal for a regulation
Article 9 – paragraph 2 – point b – point 6
Article 9 – paragraph 2 – point b – point 6
(6) EUR 2 23 100 000 000 for the non- nuclear direct actions of the Joint Research Centre (JRC);
Amendment 84 #
2018/0224(COD)
Proposal for a regulation
Article 12 – paragraph 1 – point d – paragraph 1 – point ii
Article 12 – paragraph 1 – point d – paragraph 1 – point ii
ii. commitment to a rules-based open market economy, including fair and equitable dealing with intellectual property rights and robust regulations on privacy and data protection, backed by democratic institutions;
Amendment 85 #
2018/0224(COD)
Proposal for a regulation
Article 15 – paragraph 6
Article 15 – paragraph 6
6. Actions which are not ethically acceptable mayshall be rejected or terminated at any time.
Amendment 53 #
2018/0129(COD)
Proposal for a directive
Recital 1
Recital 1
(1) It is the strategic objective of the Union to halve the number of road deaths by 2020 compared to 2010 and to move close to zero fatalities by 2050 ("Vision Zero")13 . However, progress towards achieving these objectives has stalled in recent years. Significant and urgent efforts and measures are needed to save lives and to avoid serious injuries on European Roads. _________________ 13 Communication from the Commission "Towards a European road safety area: policy orientations on road safety 2011-2020" (COM(2010) 389 final)
Amendment 55 #
2018/0129(COD)
Proposal for a directive
Recital 2
Recital 2
(2) According to the Safe System approach, death and serious injury in road accidents is largely preventable. It should be a shared responsibility at all levels to ensure that road crashes do not lead to serious or fatal injuries. In particular, well- designed and properly maintained roads should reduce the probability of road traffic accidents, whilst "“forgiving"” roads (roads laid out in an intelligent way to ensure that driving errors do not immediately have serious consequences) should reduce the severity of accidents. Guidelines with precise technical characteristics for the provision and maintenance of “forgiving roadsides” building on the experience of all Member States should be developed by the Commission.
Amendment 59 #
2018/0129(COD)
Proposal for a directive
Recital 5
Recital 5
(5) A large proportion of road accidents occur on a small proportion of roads where traffic volumes and speeds are high and where there is a wide range of traffic travelling at different speeds. Therefore the limited extension of the scope of Directive 2008/96/EC to rural roads, to motorways and primary roads beyond the TEN-T network should contribute significantly to the improvement of road infrastructure safety across the Union and the same high level of safety to all road users.
Amendment 69 #
2018/0129(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Vulnerable road users accounted for 46% of road fatalities in the Union in 2016. Ensuring that the interests of these users are taken into account in all RISM procedures and the development of quality requirements for pedestrian and cycling infrastructure should therefore improve their safety on the road.
Amendment 71 #
2018/0129(COD)
Proposal for a directive
Recital 13
Recital 13
(13) The design and maintenance of road markings and road signs is an important element in ensuring road infrastructure safety, especially in light of the development of vehicles equipped with driver assistance systems or higher levels of automation. In particular, it is necessary to ensure that road markings and signs are visible under all circumstances and that they can be easily and reliably recognised by such vehicles and all road users.
Amendment 76 #
2018/0129(COD)
Proposal for a directive
Recital 13 a (new)
Recital 13 a (new)
(13a) High-quality road signs and markings are crucial to support drivers as well as connected and automated vehicles; Minimum performance requirements for road markings and roads signs should be met to facilitate the roll-out of connected and automated mobility systems; a harmonised approach within the Union in accordance with the Vienna Convention on Road Signs and Signals of 1968 would be preferable.
Amendment 78 #
2018/0129(COD)
Proposal for a directive
Recital 16
Recital 16
(16) Since the objective of this Directive, namely the establishment of procedures to ensure a consistently high level of road safety throughout the trans- European network and the network of rural roads, of motorways and primary roads across the Union cannot be sufficiently achieved by the Member States, but can rather, as improvement is necessary throughout the Union in order to ensure convergence towards higher standards of road infrastructure safety, be better achieved at Union level, the Union may adopt measures, in accordance with the principle of subsidiarity as set out in Article 5 of the Treaty on European Union. In accordance with the principle of proportionality, as set out in that Article, this Directive does not go beyond what is necessary in order to achieve that objective. As a result of action at Union level, travel throughout the Union should become safer which in turn should improve the functioning of the internal market and support the objective of economic, social and territorial cohesion.
Amendment 85 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1
Article 1 – paragraph 1 – point 1
Directive 2008/96/EC
Article 1 – paragraph 2
Article 1 – paragraph 2
2. This Directive shall apply to roads which are part of the trans-European network, to rural roads, motorways and to primary roads, whether they are at the design stage, under construction or in operation.
Amendment 99 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Article 2 – point 2 b
Article 2 – point 2 b
2b. ‘primary road’ means a road that is not a motorway but connects major cities or regions, or both, and is defined as a primary road in the EuroRegionalMap produced by the National Mapping and Cadastral Agencies of Europe;
Amendment 101 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Article 2 – point 2 b a (new)
Article 2 – point 2 b a (new)
2ba. ´rural road´ means a road outside urban areas that are not motorways or unpaved roads; 1a _________________ 1a Definition OECD, 1999
Amendment 109 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 a (new)
Article 1 – paragraph 1 – point 2 a (new)
Directive 2008/96/EC
Article 4 – paragraph 6 (new)
Article 4 – paragraph 6 (new)
(2a) In Article 4 the following paragraph 6 is added: 6. The Commission shall set up guidelines with precise technical characteristics for the provision and maintenance of “forgiving roadsides” (roads laid out in an intelligent way to ensure that driving errors do not immediately have serious consequences) building on the experience of all Member States and promote them amongst auditors and transport planners. The Commission shall provide technical and financial assistance to support Member States in the implementation of the guidelines.
Amendment 112 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 b (new)
Article 1 – paragraph 1 – point 2 b (new)
Directive 2008/96/EC
Article 4 – paragraph 6 b (new)
Article 4 – paragraph 6 b (new)
(2b) In Article 4 the following paragraph 7 is added: 6b. The Commission shall set up guidelines for applying progressively the concepts of “self-explaining” and “self enforcing roads” (roads that are designed for specific purpose or function, e.g. speed limits) in the procedures of road safety infrastructure management.
Amendment 119 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2008/96/EC
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Member States shall ensure that a network-wide road assessment is carried out on the entire road network in operation covered by this Directive. Network-wide road assessments shall comprise a visual inspection, an analysis ofdetailed examination taking into account traffic volumes and historic accident data and an assessment ofin order to classify crashes and impact severity risk. Member States shall ensure that the first assessment is carried out by 2025 at the latest. Subsequent network-wide road assessments shall be sufficiently frequent in order to ensure adequate safety levels and analysis related to accidents, but in any case shall be carried out at least every five years.
Amendment 126 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2008/96/EC
Article 5 – paragraph 5 a (new)
Article 5 – paragraph 5 a (new)
5a. Member States shall inform road users of the existence of a high accident concentration sections by appropriate measures.
Amendment 127 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2008/96/EC
Article 5 – paragraph 5 b (new)
Article 5 – paragraph 5 b (new)
5b. The Commission may publish a European map of the road network within the scope of this Directive, accessible online, highlighting the three different categories as referred to in Article 5(3).
Amendment 128 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2008/96/EC
Article 5 – paragraph 5 c (new)
Article 5 – paragraph 5 c (new)
5c. Member States may publish and make accessible to the public all the relevant documents, affecting the safety of the infrastructure, of concession provisions within the framework of public procurements.
Amendment 140 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2008/96/EC
Article 6 b – paragraph 1
Article 6 b – paragraph 1
Member States shall ensure that the needs of vulnerable road users are taken into account in the implementation of the procedures set out in Articles 3 to 6. The Commission shall develop quality requirements for pedestrian and cycling infrastructure.
Amendment 141 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5 Directive 2008/96/EC
Article 1 – paragraph 1 – point 5 Directive 2008/96/EC
1a. Member States shall ensure that the needs of powered two wheelers (PTWs) are taken into account in the road design and maintenance.
Amendment 143 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
1. Member States shall ensure that road markings and road signs are properly designed, visible under all circumstances and maintained in such a way that they can be easily and reliably recognised by both human drivers and vehicles equipped with driver assistance systems or higher levels of automation.
Amendment 148 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2008/96/EC
Article 6 c – paragraph 2
Article 6 c – paragraph 2
2. The Commission shall develop generalminimum performance requirements to facilitate the recognition of road markings and road signs. For this purpose, the Commission shall adopt an implementing act in accordance with the procedure referred to in Article 13(2).
Amendment 155 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2008/96/EC
Article 9 – paragraph 1
Article 9 – paragraph 1
(5a) In Article 9, paragraph 1 is replaced by the following: 1. Within 2 years after coming into force of this Directive, the Commission shall adopt, by means of implementing acts in accordance with the procedure referred to in Article 13(2) common training curricula for road safety auditors based on best practice in Member States; In order to ensure that the needs of the most vulnerable roads users are taken into account, pedestrian and cycling infrastructure should be included as new part of training curricula.
Amendment 156 #
2018/0129(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 2008/96/EC
Article 10
Article 10
In order to improve the safety of Union roads, the Commission shall establish a system for the exchange of information and best practices between the Member States, covering, inter alia, existing road infrastructure safety projects and proven road safety technology. Facilitating the exchange of experience on Safe System methodologies between practitioner and the information exchange for road safety auditors should be encouraged.
Amendment 161 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 1
Annex I – paragraph 1 – point 1
Directive 2008/96/EC
Annex I – section 2 – point e
Annex I – section 2 – point e
(e) traffic (e.g. traffic volume, traffic categorisation by type), including estimated pedestrian and bicycle flows determined from adjacent land use attributes;
Amendment 164 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Annex II – section 2 – point n
Annex II – section 2 – point n
(n) provisions for vulnerable road users:separation of pedestrians and cyclists from high speed motor traffic or existence of direct alternative routes on lower class roads;
Amendment 165 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Annex II – section 1 – point n – point 1
Annex II – section 1 – point n – point 1
i) provisions for pedestriansdensity and location of crossings for pedestrians and cyclists across the new road,
Amendment 167 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 2 – point b
Annex I – paragraph 1 – point 2 – point b
Directive 2008/96/EC
Annex II – section 1 – point n – point ii
Annex II – section 1 – point n – point ii
ii) provisions for cyclists,pedestrians and cyclists on affected roads in the area.
Amendment 171 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 3
Annex I – paragraph 1 – point 3
Directive 2008/96/EC
Annex II a – section 1 – point c
Annex II a – section 1 – point c
(c) self-explaining alignment (i.e. "readability" of the alignment by drivroad users);
Amendment 176 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 3
Annex I – paragraph 1 – point 3
Directive 2008/96/EC
Annex II a – section 1 – point g
Annex II a – section 1 – point g
(g) existence of pedestrian and cycling crossings.
Amendment 181 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 3
Annex I – paragraph 1 – point 3
Directive 2008/96/EC
Annex II a – section 6 – point b
Annex II a – section 6 – point b
(b) roadside hazards and distance from carriageway or cycle path edge;
Amendment 185 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – section 2 – point d
Annex III – section 2 – point d
(d) observed bicycle volumes on both sides, noting “along” or “crossing”;
Amendment 189 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – section 9 – point a
Annex III – section 9 – point a
(a) pedestrian and cycling crossings (surface crossings and grade separation);
Amendment 193 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – paragraph 9 – point d
Annex III – paragraph 9 – point d
(d) bicycle facilities (cycle lanes, cycle paths, other);
Amendment 198 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – section 9 – point f
Annex III – section 9 – point f
(f) pedestrian and cycling crossing facilityies on entry arm of minor road joining network.
Amendment 200 #
2018/0129(COD)
Proposal for a directive
Annex I – paragraph 1 – point 4
Annex I – paragraph 1 – point 4
Directive 2008/96/EC
Annex III – section 9 – point fa (new)
Annex III – section 9 – point fa (new)
(fa) existence of alternative routes for pedestrians and cyclists in case of no separated facilities.
Amendment 38 #
2018/0064(COD)
Proposal for a regulation
Recital 5 a (new)
Recital 5 a (new)
(5a) In order to be effective, the Authority needs a clearly defined objective and a strong focus on a limited number of tasks. It is crucial that the means available are used as efficiently as possible in areas where the Authority can provide the greatest added value, in particular in the area of compliance, implementation and enforcement of relevant Union law in the area of labour mobility and the facilitation of joint inspections.
Amendment 39 #
2018/0064(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) The Authority should perform its activities in the areas of cross-border labour mobility and social security coordination, including free movement of workers, posting of workers and highly mobile services. It, such as the transport sector. This sector is particularly affected by existing unfair and exploitative employment practices across all transport modes and the existence of legislative loopholes allow for cross-border wage and social dumping, a downgrading of terms and conditions for workers, poorer-quality services, and the distortion of fair competition. The authority should also enhance cooperation between Member States in tackling undeclared work, letter box companies, fraudulent postings and bogus self-employment. . In cases where the Authority, in the course of the performance of its activities, becomes aware of suspected irregularities, including in areas of Union law beyond its scope, such as violations of working conditions, health and safety rules, or the employment of illegally staying third-country nationals, it should be able to report them and cooperate on these matters with the Commission, competent Union bodies, and national authorities where appropriate.
Amendment 56 #
2018/0064(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The individuals covered by the activities of the Authority should be persons who are subject to the Union law within the scope of this Regulation, including workers, self-employed persons, jobseekers, and economically non-active persons; this should cover both Union citizens and third-country nationals who are legally resident in the Union, such as posted workers, EU Blue Card holders, intra-corporate transferees or long-term residents, as well as their family members. This shall also apply to workers from third countries who are not legally resident in the Union but are subject to postings of any duration to the EU.
Amendment 66 #
2018/0064(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) To increase Member States' capacity to tackle irregularities with a cross-border dimension in relation to Union law within its scope, the Authority should support the national authorities in carrying out concerted and joint inspections, both at the workplace or roadside and at the premises, including by facilitating the implementation of the inspections in accordance with Article 10 of Directive 2014/67/EU. These should take place at the request of Member States or upon their agreement to the Authority's suggestion. The Authority should provide strategic, logistical, and technical support to Member States participating in the concerted or joint inspections in full respect of confidentiality requirements. Inspections should be carried out in agreement with the Member States concerned and take place fully within the legal framework of national law of Member States concerned, which should follow up on the outcomes of the concerted and joint inspections according to national law. In order to ensure proper application of this Regulation, all officials participating in concerted or joint inspections should have minimum investigation powers. The results of the joint inspections should have legal effects in the Member States concerned.
Amendment 76 #
2018/0064(COD)
Proposal for a regulation
Recital 16
Recital 16
(16) Despite various previous initiatives, administrative cooperation at a national level remains limited and exchanges of information are sporadic and incomplete. To strengthen the capacity of national authorities and improve consistency in the application of Union law within its scope, the Authority should provide operational assistance to national authorities, including by developing practical guidelines, establishing training and peer learning programmes, promoting mutual assistance projects, facilitating staff exchanges such as those referred to in Article 8 of Directive 2014/67/EU, and supporting Member States in organising awareness-raising campaigns informing individuals and employers of their rights and obligations. The Authority should promote the exchange, dissemination and uptake of good practices.
Amendment 109 #
2018/0064(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point a a (new)
Article 2 – paragraph 1 – point a a (new)
(aa) promote effective enforcement of EU Labour and Social rights;
Amendment 110 #
2018/0064(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point a b (new)
Article 2 – paragraph 1 – point a b (new)
(ab) combat unfair competition, undeclared work, letterbox companies, fraudulent postings and promote the enforcement of equal pay for equal work;
Amendment 123 #
2018/0064(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point c a (new)
Article 2 – paragraph 1 – point c a (new)
(ca) tackle cross-border wage and social dumping;
Amendment 151 #
2018/0064(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point g a (new)
Article 5 – paragraph 1 – point g a (new)
(ga) request Member States to carry out inspections or initiate investigations. The national social partners shall be able to report possible instances of EU cross- border mobility infringements to the Authority in order to request that the national authorities carry out an investigation. The Authority shall inform the social partners as to the reasoning behind any decisions to take measures or not.
Amendment 160 #
2018/0064(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point a
Article 6 – paragraph 1 – point a
(a) provide relevant informationcomprehensive information and advisory services on the rights and obligations of individuals in cross-border labour mobility situations;
Amendment 166 #
2018/0064(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point c
Article 6 – paragraph 1 – point c
(c) provide relevant information to employers, trade unions and workers on labour rules, and the living and working conditions applicable to workers in cross- border labour mobility situations, including posted workers;
Amendment 168 #
2018/0064(COD)
Proposal for a regulation
Article 6 – paragraph 1 – point c a (new)
Article 6 – paragraph 1 – point c a (new)
(ca) provide information on wages and wage-setting and include information on joining a trade union;
Amendment 193 #
2018/0064(COD)
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 2 – point d a (new)
Article 8 – paragraph 1 – subparagraph 2 – point d a (new)
(da) provide information to the social partners as to why the Authority decides or not to take action against a Member State.
Amendment 214 #
2018/0064(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
Amendment 227 #
2018/0064(COD)
Proposal for a regulation
Article 10 – paragraph 4
Article 10 – paragraph 4
4. Staff of the Authority may participate in a concerted or joint inspection with the prior agreement of the Member State on whose territory they will be providing their assistance to the inspection. Where inspections concern international transport, staff of the Authority shall have the power to carry out, in accordance with the national law of the Member State concerned, all necessary on-site inspections, including the power to enter any premises, land or means of transport, or to request other public authorities to do so, in order to examine, seize, take or obtain copies of information, data or documents, irrespective of their storage medium;
Amendment 233 #
2018/0064(COD)
Proposal for a regulation
Article 10 – paragraph 5 a (new)
Article 10 – paragraph 5 a (new)
5a. National social partners shall have the opportunity to request that national authorities carry out joint inspections with the ELA.
Amendment 249 #
2018/0064(COD)
Proposal for a regulation
Article 11 – paragraph 2 a (new)
Article 11 – paragraph 2 a (new)
2a. The Authority may carry out in- depth analyses and studies to investigate specific labour mobility issues if so requested by the Stakeholder Group.
Amendment 264 #
2018/0064(COD)
Proposal for a regulation
Article 13 – paragraph 1
Article 13 – paragraph 1
1. In the event of disputes between Member States regarding the application or interpretation of Union law in areas covered by this Regulation, the Authority may perform a mediation role. Such a role shall not prevent the possibility of legal action at a national or European level in the future.
Amendment 270 #
2018/0064(COD)
Proposal for a regulation
Article 13 – paragraph 5
Article 13 – paragraph 5
5. Within three months of the conclusion of the mediation by the Authority, the Member States concerned shall report to the Authority on measures they have taken in order to follow-up on it or on the reasons for not taking action in the event that they did not follow-up. The ELA may intervene in the case of refusal by the Member State or national authority to provide information and impose sanctions. In the event of a mediation failure then the Authority shall have the right to ask the Commission to look at initiating infringement proceedings against the Member State concerned. If the Commission decides to pursue infringement proceedings then the Authority should be granted the right to litigate before the ECJ .
Amendment 295 #
2018/0064(COD)
Proposal for a regulation
Article 24 – paragraph 4
Article 24 – paragraph 4
4. The Stakeholder Group shall be composed of six representatives of Union- level social partners equally representing trade unions and employer’s organisations, and two representatives of the Commission. The members may be accompanied by experts to meetings of the Stakeholders Group.
Amendment 296 #
2018/0064(COD)
Proposal for a regulation
Article 25 – paragraph 1
Article 25 – paragraph 1
1. Each year, the Executive Director shall draw up a draft single programming document containing in particular multi- annual and annual programming in accordance with Commission Delegated Regulation (EU) No 1271/201373 and taking into account guidelines set by the Commission. The Stakeholder Group will be consulted on the proposal for the annual programme. _________________ 73 Commission Delegated Regulation (EU) No 1271/2013 of 30 September 2013 on the framework financial regulation for the bodies referred to in Article 208 of Regulation (EU, Euratom) No 966/2012 of the European Parliament and of the Council (OJ L 328, 7.12.2013, p. 42).
Amendment 3 #
2017/2085(INI)
Motion for a resolution
Citation 20 a (new)
Citation 20 a (new)
- having regard to the package Europe on the Move, released by the Commission on 31st May 2017, which includes a set of 8 legislative initiatives with a special focus on road transport,
Amendment 13 #
2017/2085(INI)
Motion for a resolution
Recital C
Recital C
C. whereas the move towards completely driver-free vehicles is progressing rapidly and that road safety generally is an urgent issue, so that a review of the General Safety Regulation needs tomust be submitted by the Commission no later than January 2018, and that in any event any further delay would be unacceptable;
Amendment 20 #
2017/2085(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
C a. whereas there is a clear link between road safety and working conditions of road drivers;
Amendment 25 #
2017/2085(INI)
Motion for a resolution
Paragraph 1 – introductory part
Paragraph 1 – introductory part
1. Stresses that Member States should conduct efficient checks on road traffic, as among the main causes of accidents, at present as in the past, are inappropriate and excessive speed, distraction and driving under the influence of alcohol or drugs, excessive fatigue, and therefore calls on:
Amendment 35 #
2017/2085(INI)
Motion for a resolution
Paragraph 1 – point b a (new)
Paragraph 1 – point b a (new)
(b a) calls on the Commission to strengthen controls of the correct enforcement of compulsory working time and resting period of road drivers;
Amendment 36 #
2017/2085(INI)
Motion for a resolution
Paragraph 1 – point b b (new)
Paragraph 1 – point b b (new)
(b b) to facilitate those controls, asks the Commission to expand the smart tachograph obligation to light utility vehicles;
Amendment 40 #
2017/2085(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2 a. Notes that according to the European Commission statistics, around 25 % of the overall annual traffic fatalities in the EU are caused by the alcohol consumption, and therefore welcomes the zero tolerance policy for drink driving in some Member States;
Amendment 44 #
2017/2085(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Calls on Member States to significantly improve their road infrastructure significantly by means of regular and effective maintenance and innovative measures;
Amendment 48 #
2017/2085(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Given that local authorities have a key interest in ensuring the safety of cyclists, calls on the Commission to take further action at EU level over and above the availability of existing funding schemes in order to facilitate widespread improvements to cycling infrastructure, and to provide technical guidance regarding the development of soft traffic infrastructures to help ensure an effective and harmonised approach;
Amendment 51 #
2017/2085(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Calls on the Commissions to set up a mechanism to ensure the European road infrastructure are in an adequate condition, and to set up maintenance standards, included in terms of correct road and traffic signs;
Amendment 53 #
2017/2085(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Observes that nearly half of all pedestrians and cyclists killed on the roads are aged over 65, and in almost all European countries road accidents are the major cause of death among young people, and therefore calls on Member States to make it possible for older people and young drivers to use the roads safely by developing programmes to avert age- specific risks of accidents;
Amendment 58 #
2017/2085(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Observes that, in 43% of cases, fatal road accidents in urban areas occur to pedestrians and cyclists, and calls on Member States to take greater account of the more vulnerable road users in building and maintaining roads, for example by building more cycle paths, or expanding thempedestrian and cycle infrastructure, or expanding and upgrading existing infrastructure;
Amendment 61 #
2017/2085(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Observes that, in 43% of cases, fatal road accidents in urban areas occur to pedestrians and cyclists, and calls on Member States to take greater account of the more vulnerable road users in building and maintaining roads, for example by building more cyclesafe cycle or pedestrian paths, or expanding them;
Amendment 72 #
2017/2085(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Observes that many drivers are not aware of the necessity and how to form a corridor for emergency vehicle access on motorways in order to allow rescue teams to reach the scene of accident and therefore calls on the European Commission to launch a European awareness campaign and urge the Member States to agree on uniform rules on the formation of such corridors;
Amendment 76 #
2017/2085(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Notes that the more vehicles are on the road, the more accidents might occur;calls therefore on the Member States and the Commission to promote collective and shared mobility, especially in urban areas, in order to reduce the circulating fleet, and to increase the proportion of bicycles and of professionally driven vehicles;
Amendment 77 #
2017/2085(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. Bearing in mind that the Valletta declaration on improving road safety has been issued by the Maltese presidency on 29 March 2017, urges the European Commission to include new targets of halving the number of serious injuries on roads in the EU in their new road safety strategy for the decade 2020-2030;
Amendment 165 #
2017/2085(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Stresses that, due to its relevance to road safety, a lane departure warning system that not only warns but also actively intervenes, albeit without preventing drivers from acting directly, should be made compulsory; Notes that for using this warning system it is necessary that road markings are kept in condition which can be clearly recognizable;
Amendment 170 #
2017/2085(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Emphasises that increasing the immediate field of visiondirect vision of the driver in heavy goods vehicles, buses and coaches, and reducing the blind spot can help significantlyis vital in order to improve the road safety of such vehicles, and therefore calls on the Commission to mandate ambitious and differentiated direct vision standards (as of 2022 for all categories, including mandating low entry cabins for urban trucks as from 2022) and to make it compulsory to install cameras and turning assistant systems, while observing that such measures should accord with Directive (EU) 2015/719 and should not result in any extension of the time limits for implementation laid down there;
Amendment 171 #
2017/2085(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Emphasises that increasing the immediate field ofdirect vision in heavy goods vehicles, buses and coaches, and reducing theor eliminating blind spots can help significantly to improve the road safety of such vehicles, and; calls on the Commission to mandate ambitious and differentiated direct vision standards as from 2022 for all categories; calls on the Commission to make it compulsory to install cameras and turning assistant systems, while observing that such measures should accord with Directive (EU) 2015/719 and should not result in any extension of the time limits for implementation laid down there;
Amendment 178 #
2017/2085(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20 a. Calls for safer front-end design of heavy goods vehicles related to better vision of pedestrians and cyclists as well as for barriers to avoid collisions and mitigate consequences of collisions;
Amendment 194 #
2017/2085(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Observes that tyre pressure has significant implications for road safety and fuel consumption, and calls therefore on the Commission to make it compulsory to install direct tyre pressure monitoring systems, which should come with a safety net that should be able to recognise and alert drivers at least to a critical air pressure of less than 1.5 bar;
Amendment 206 #
2017/2085(INI)
Motion for a resolution
Paragraph 24 a (new)
Paragraph 24 a (new)
24 a. Calls on the Commission to update the testing requirements for motor vehicle passive safety systems to include all Vulnerable Road User frontal impacts, including cyclists;
Amendment 216 #
2017/2085(INI)
Motion for a resolution
Paragraph 25 b (new)
Paragraph 25 b (new)
25 b. Calls for better fire safety rules for buses and coaches with different type of power, including the CNG powered buses, to maximize the protection of passengers safety;
Amendment 7 #
2017/2084(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. whereas decarbonisation of the transport sector relies on further deployment of renewable energies and therefore strong links between energy and transport are necessary in order to achieve sectoral integration;
Amendment 38 #
2017/2084(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Notes the major efforts being made under the EU’s Horizon 2020 research and development programme to support the decarbonisation of transport; calls on the Commission, in future, to focus the available funding more clearly on interconnected strategic priorities, such as electromobility, hydrogen and fuel cells and integrated urban transport, with particular attention to noise reduction;
Amendment 135 #
2017/2067(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. highlights that a large number of services like road charging and the digital tachograph are already running in the bandwith of 5.8 GHz. When rolling out C- ITS services, measures shall apply to guarantee an interference free operating of those services;
Amendment 161 #
2017/2067(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Recommends that the Commission rapidly establish an adequate legal framework to achieve EU-wide interoperability on time; calls on the Commission to publish a legislative proposal on access to in-vehicle data and resources no later than September 2018; recommends that this proposal should guarantee a level playing field for non- monetised accesdiscriminatory access without excessive charges to in-vehicle data for all third- parties in order to protect consumer rights, promote innovation and ensure fair competition on this market, taking into account the conclusions of the Commission’s study on access to in- vehicle data and resources;
Amendment 2 #
2017/2064(INL)
Motion for a resolution
Citation 3 a (new)
Citation 3 a (new)
- having regard to Commission Regulation (EU) 2017/11511a, Regulation of the European Parliament and of the Council (EC) 661/20091b and UNECE Regulation 39, _________________ 1aCommission Regulation (EU) 2017/1151 of 1 June 2017 supplementing Regulation (EC) No 715/2007 of the European Parliament and of the Council on type-approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information, amending Directive 2007/46/EC of the European Parliament and of the Council, Commission Regulation (EC) No 692/2008 and Commission Regulation (EU) No 1230/2012 and repealing Commission Regulation (EC) No 692/2008 (OJ L 175, 7.7.2017, p. 1). 1bRegulation (EC) No 661/2009 of the European Parliament and of the Council of 13 July 2009 concerning type-approval requirements for the general safety of motor vehicles, their trailers and systems, components and separate technical units intended therefor (OJ L 200, 31.7.2009, p. 1).
Amendment 3 #
2017/2064(INL)
Motion for a resolution
Citation 5
Citation 5
— having regard to the EPuropean Parliamentary Research Service (EPRS) study from November 2017 entitled “Odometer tampering: measures to prevent it”, 1a and its accompanying European Added Value Assessment “Odometer manipulation in motor vehicles in the EU”1b; _________________ 1a http://www.europarl.europa.eu/RegData/e tudes/STUD/2017/602012/IPOL_STU%28 2017%29602012_EN.pdf 1b http://www.europarl.europa.eu/RegData/e tudes/STUD/2018/615637/EPRS_STU%2 82018%29615637_EN.pdf
Amendment 21 #
2017/2064(INL)
Motion for a resolution
Recital H a (new)
Recital H a (new)
Ha. whereas tackling odometer tampering would have an immediate effect and bring substantial benefits to millions of European customers;
Amendment 28 #
2017/2064(INL)
Motion for a resolution
Recital M a (new)
Recital M a (new)
Ma. whereas Regulation (EU) 2017/1151 obliges manufacturers, in order to obtain type-approval for a vehicle, to implement systematic tamper- protection strategies and write-protect features to deter reprogramming of odometers, also taking account of remote data exchange features; whereas it only requires information and explications provided by the manufacturer and does not foresee any testing if the odometer is tampering proof while there are certified and internationally recognized processes like Common Criteria for Information Technology Security Evaluation;
Amendment 35 #
2017/2064(INL)
Motion for a resolution
Recital Q
Recital Q
Amendment 38 #
2017/2064(INL)
Motion for a resolution
Recital S
Recital S
S. whereas the automotive industry has made huge progress in developing and producing vehicles that are connected, use ITS and communicate with their environment so that most cars entering the market are already capable of connectivity features thus creating an almost completely connected car fleet on Europe’s roads;
Amendment 39 #
2017/2064(INL)
Motion for a resolution
Recital T
Recital T
Amendment 50 #
2017/2064(INL)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Calls onWelcomes that the Commission to thoroughly monitor the implementation of Regulation 2017/1151 regardingincluded requirements on technology security for odometers in Regulation 2017/1151; points out however, that there are no provisions how to monitor these requirements on technology security forand therefor calls on the Commission to establish clear criteria for effectively checking the safety of odometers, adjust those requirements if necessary and to report to the Parliament about the effectiveness of the regulation;
Amendment 83 #
2017/2064(INL)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Calls on Member States to improve their legislation on odometer fraud in order to make it a criminal offence and to provide sufficient human and financial resources for the enforcement;
Amendment 95 #
2017/2064(INL)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Calls on the Commission to propose a legislative framework following the recommendations in the annex within a timeframe of twelve months after the adoption of this report by the European Parliament;
Amendment 96 #
2017/2064(INL)
- Making “Hardware Security Modules” (HSM) mandatory in new vehicles for securing odometer readings against manipulationEstablishing clear requirements for securing odometer readings against manipulation including - if positively assessed - cryptographic manipulation protection, manipulation recognition systems, separate mileage detection and recording and hardware security;
Amendment 101 #
Amendment 105 #
2017/2064(INL)
Motion for a resolution
Annex I – paragraph 4 – indent 1
Annex I – paragraph 4 – indent 1
- the mandatory odometer reading recordings as called for in Directive 2014/45/EU should be made available for cross-border exchange in a European databaseand on request also to customers too;
Amendment 107 #
2017/2064(INL)
Motion for a resolution
Annex I – paragraph 4 – indent 1 a (new)
Annex I – paragraph 4 – indent 1 a (new)
- create a legal framework for setting up comparable mileage recording databases in the Member States, ensuring international exchange and access to information, based on existing best practice that provides frequent and reliable mileage data recording;
Amendment 108 #
2017/2064(INL)
Motion for a resolution
Annex I – paragraph 4 – indent 2
Annex I – paragraph 4 – indent 2
- existing odometer reading databases on Member States’ level should be integrated in this systemrconnected, allow for international data exchange and existing infrastructure like the EUCARIS should be used for a cost-effective and timely implementation;
Amendment 113 #
2017/2064(INL)
Motion for a resolution
Annex I – paragraph 4 – indent 3
Annex I – paragraph 4 – indent 3
- data protection rules should be respected and, where necessary, adapted in a way to enable storage and exchange of the relevant data and protection of privacy as long as there is no fraudulent behaviourwhile effectively preventing fraudulent use of the collected data;
Amendment 126 #
2017/2064(INL)
Motion for a resolution
Annex I – paragraph 8 – indent 2
Annex I – paragraph 8 – indent 2
- if positively assessed, create the legal and regulatory framework for an automated transmission of odometer readings of cars that are equipped with connectivity functions;
Amendment 74 #
2017/0293(COD)
Proposal for a regulation
Recital 4 a (new)
Recital 4 a (new)
(4a) The transition to a low-carbon automotive mobility will necessarily result in structural changes in the automotive industry. It is of critical importance to consider and address the inevitable social impacts of this transition, particularly in the most affected regions.
Amendment 75 #
2017/0293(COD)
Proposal for a regulation
Recital 4 b (new)
Recital 4 b (new)
(4b) The European Commission should put together a legal and regulatory framework that allows for the rapid use of support schemes in the restructuring process. Setting up new national skills observatories for the sector could support social transition, employment and skills planning at national, regional and company levels.
Amendment 123 #
2017/0293(COD)
Proposal for a regulation
Recital 17 a (new)
Recital 17 a (new)
(17a) Setting up a European Clean Mobility Fund could help to cover the necessary investment for a comprehensive alternative fuels infrastructure. It could be co-financed, with the European Union contributing 10 % and another 90 % coming from industry, notably manufacturers, suppliers, energy and fuel producers and other interested parties as well as the excess emissions premiums. Companies or consortia contributing to the fund should be granted preferential access to grants and loans provided by the CEF, EIB and EC IPE. Financial resources from the fund should be awarded according to the criteria of feasibility, European added value, the achievement of deployment goals and cohesion policy. INEA, which already oversees the CEF, could become the responsible agency.
Amendment 132 #
2017/0293(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) In order to maintain the diversity of the market for passenger cars and light commercial vehicles and its ability to cater for different consumer needs, CO2 targets should be defined according to the utility of the vehicles on a linear basis. Maintaining mass as the utility parametHowever, is considered coherent with the existing regime. In order to better reflect the mass of vehicles used on the roadn order to incentivise lightweight as a technology for reducing emissions, the parameter should be changed from mass in runnmeasured in footpringt order to the vehicle's test mass as specif a vehicle, which is defined in Regulation (EU) 2017/1151 of 1 June 2017as the product of the average track width effect from 2025and wheelbase of a car.
Amendment 196 #
2017/0293(COD)
Proposal for a regulation
Article 7 – paragraph 6 – subparagraph 1 a (new)
Article 7 – paragraph 6 – subparagraph 1 a (new)
National market surveillance authorities should be subordinate to and coordinated by a dedicated European Agency for road transport. The agency shall be empowered to propose corrective measures, should information provided by national bodies indicate deviations in CO2 emissions of vehicles in service as compared to those values indicated in the certificates of conformity.
Amendment 215 #
2017/0293(COD)
Proposal for a regulation
Article 8 – paragraph 4
Article 8 – paragraph 4
4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Union and earmarked for policies promoting low-emission mobility.
Amendment 218 #
2017/0293(COD)
Proposal for a regulation
Article 1 – paragraph 4 – point a
Article 1 – paragraph 4 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 125% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part A of Annex I;
Amendment 229 #
2017/0293(COD)
Proposal for a regulation
Article 1 – paragraph 4 – point b
Article 1 – paragraph 4 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet-wide target equal to a 125% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.1 of Part B of Annex I;
Amendment 245 #
2017/0293(COD)
Proposal for a regulation
Article 1 – paragraph 5 – point a
Article 1 – paragraph 5 – point a
(a) for the average emissions of the new passenger car fleet, an EU fleet-wide target equal to a 350% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part A of Annex I;
Amendment 260 #
2017/0293(COD)
Proposal for a regulation
Article 1 – paragraph 5 – point b
Article 1 – paragraph 5 – point b
(b) for the average emissions of the new light commercial vehicles fleet, an EU fleet- wide target equal to a 350% reduction of the average of the specific emissions targets in 2021 determined in accordance with point 6.1.2 of Part B of Annex I.
Amendment 356 #
2017/0293(COD)
Proposal for a regulation
Article 8 – paragraph 4
Article 8 – paragraph 4
4. The amounts of the excess emissions premium shall be considered as revenue for the general budget of the Unionearmarked for funding alternative fuels infrastructure according to Directive 2014/94/EU.
Amendment 392 #
2017/0293(COD)
Proposal for a regulation
Article 12 – paragraph 1 a (new)
Article 12 – paragraph 1 a (new)
1a. In order to ensure the representativeness referred to in paragraph 1, compliance shall be measured by means of a real-world CO2 emissions test. The Commission is empowered to adopt delegated acts in accordance with Article 16 in order to supplement this Regulation by developing the real-world CO2 emissions test, at the latest two years after the date of application of this Regulation.
Amendment 36 #
2017/0291(COD)
Proposal for a directive
Recital 5
Recital 5
(5) Innovation of new technologies helps to lower vehicle emissions, supporting the decarbonisation of the transport sector. An increased uptake of low- and zero-emission road vehicles is likelywill to reduce emissions of CO2 and certain pollutant emissions (particulate matter, nitrogen oxides and non-methane hydrocarbons) and to promote competitiveness and growth of the European industry in the increasing global markets for low- and zero-emission vehicles.
Amendment 44 #
2017/0291(COD)
(6) PTaking into account that government expenditure on goods, works and services represents around 14% of GDP, public authorities, through their procurement policy, can establish and support markets for innovative goods and services. Directives 2014/24/EU24 and 2014/25/EU25 set out minimum harmonised public procurement rules harmonising the way public authorities and certain public utility operators purchase goods, works and services. In particular, they set overall thresholds for the volume of contracts to be subject to Union legislation, which also apply to the Clean Vehicles Directive. _________________ 24 25OJ L 94, 28.3.2014, p. 65 - 242. OJ L 94, 28.3.2014, p. 65 - 242. OJ L 94, 28.3.2014, p. 243 – 374. 25 OJ L 94, 28.3.2014, p. 243 – 374.
Amendment 50 #
2017/0291(COD)
Proposal for a directive
Recital 7 b (new)
Recital 7 b (new)
(7b) The availability of charging and refuelling infrastructure is a prerequisite for any transport operation with alternative fuelled vehicles, including for public transport. Therefore, the aspects of fostering alternative fuels infrastructure for public transport should be strengthened in Directive 2014/94/EU. In the absence of a revision, the Commission shall establish an action plan for public transport infrastructure.
Amendment 57 #
2017/0291(COD)
Proposal for a directive
Recital 9 a (new)
Recital 9 a (new)
(9a) As a result of the application of the Directive and the procurement of clean vehicles, the public sector will strengthen the market in the short term, creating a framework for the entire sector. It is necessary to integrate the whole transport sector into the scope of this Directive, at the latest within five years after the Directive came into force.
Amendment 60 #
2017/0291(COD)
Proposal for a directive
Recital 10
Recital 10
(10) There is widespread support from key stake amended Directive shoulders for a definition of clean vehicles taking account of reduction requirements for greenhouse gases and air pollutant emissions contribute to a reduction of emissions of air pollutants and greenhouse from light- and heavy- duty vehicles. To ensure that there are adequate incentives to supporting market- uptake of low- and zero-emission vehicles in the Union, provisions for their public procurement under this amendment should be aligned with provisions of Union legislation on CO2 emission performance of cars and vans for the post-2020 period26 - this approach must also apply to heavy- duty vehicles. Action carried out under the amended Directive will contribute to compliance with the requirements of these standards. A more ambitious approach for public procurement can provide an important additional market stimulus. _________________ 26; In particular, the supply of heavy-duty vehicles must be further stimulated, due to the less advanced level of market maturity of "clean" heavy-duty vehicles. _________________ 26 COM(2017) 676 final COM(2017) 676 final
Amendment 65 #
2017/0291(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) In order to achieve an improvement of air quality in municipalities, it is crucial to renew the transport fleet to clean vehicle standard. Furthermore, the principles of the circular economy require the extension of product life. Therefore, the retrofitting of vehicles to clean vehicle standard can also be counted towards the achievement of the minimum procurement targets set out in the Directive.
Amendment 80 #
2017/0291(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Setting minimum targets for clean vehicle procurement to be achieved by 2025 and by 2030 at Member State level should contribute to policy certainty for markets where investments in low- and zero-emission mobility are warranted. The minimum targets support market creation throughout the Union. They provide time for the adjustment of public procurement processes and give a clear market signal. The Impact Assessment notes that Member States increasingly set targets, depending on their economic capacity and how serious the problem is. Different targets should be set for different Member States in accordance with their economic capacity (Gross Domestic Product per capita) and exposure to pollution (urban population density). Minimum procurement targets should be complemented by the obligation of the contracting authorities, entities and operators to consider relevant energy and environmental aspects in all their procurement procedures. The Territorial Impact Assessment of this amended Directive illustrated that the impact will be evenly distributed among regions in the Union.
Amendment 83 #
2017/0291(COD)
Proposal for a directive
Recital 13 a (new)
Recital 13 a (new)
Amendment 86 #
2017/0291(COD)
Proposal for a directive
Recital 13 b (new)
Recital 13 b (new)
(13b) In general a shift from car use to public transport is the most efficient way to reduce pollution and traffic. However, ticket prices and service quality must be competitive. More ambitious procurement targets for clean busses will lead to higher cost and additional need for investment in infrastructure which in turn could be reflected in higher ticket prices. In order to maintain an affordable price level, availability and market maturity should be taken into account/or the procurement targets and member states should be allowed to subsidise procurement of clean vehicles without conflicting with state aid law.
Amendment 101 #
2017/0291(COD)
Proposal for a directive
Recital 16 a (new)
Recital 16 a (new)
(16a) Member States should ensure that the costs of compliance with the minimum procurement targets established in this Directive are not passed on to local authorities, and that sufficient financial resources are made available to contracting authorities and contracting entities.
Amendment 106 #
2017/0291(COD)
Proposal for a directive
Recital 18 a (new)
Recital 18 a (new)
(18a) To ensure that public authorities are incentivised to purchase clean vehicles and Member States invest in the deployment of the alternative fuels infrastructure, but also to avoid the risk of such purchases leading to higher prices for passengers, the Union's budgetary and financial policy after 2020 should provide support for contracting entities. That should be reflected in the future Multiannual Financial Framework and the rules regarding sustainable finance and Union financial institutions. Additionally, Member States shall expand the financial and non-financial incentives in order to speed up the market uptake of clean vehicles. These efforts will reduce the initial high investment for the infrastructural changes and help the sector move much faster into the direction promoted by the European Commission. Setting up a European Clean Mobility Fund could help to cover the necessary investments for the establishment of alternative fuels infrastructure and subsequently speed up the uptake of clean vehicles.
Amendment 120 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 2009/33/EC
Article 3 – Introductory part
Article 3 – Introductory part
This Directive shall apply to new contracts for the purchase, lease, rent or hire- purchase of road transport vehicles by:
Amendment 122 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 2009/33/EC
Article 3 – paragraph c a new
Article 3 – paragraph c a new
(ca) European Union Institutions, Agencies and Bodies.
Amendment 124 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – point 4
Article 4 – point 4
4. ‘clean vehicle’ means a vehicle of category M1, M2, M3, N1, N2, or N3 running on alternative fuels as defined in Article 2 (1) of Directive 2014/94/EU (This amendment requires deleting lit. a, b, and c in the Commission's proposal.)
Amendment 126 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – point 4 – point a
Article 4 – point 4 – point a
Amendment 134 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – point 4 – point a a (new)
Article 4 – point 4 – point a a (new)
(aa) 'vehicle retrofitted to clean vehicle' means a vehicle whose engine has been retrofitted to the standards of a clean vehicle as defined in Article 4 in this Directive.
Amendment 139 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – point 4 – point b
Article 4 – point 4 – point b
Amendment 143 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2009/33/EC
Article 4 – point 4 – point c
Article 4 – point 4 – point c
Amendment 167 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
Member States should ensure that the cost of compliance with the minimum procurement targets established in this Directive are not passed on to local authorities and that sufficient financial resources are made available to contracting authorities and contracting entities.
Amendment 169 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Member States shall ensure that purchase, lease, rent or hire-purchase of road transport vehicles, and public service contracts on public passenger transport by road and rail and public service contracts as referred to in Article 3 of this Directive comply with the minimum procurement targets for light-duty vehicles referred to in table 4 of the Annex and for heavy-duty vehicles referred to in Table 5 in the Annex and include contractual provisions to ensure the actual use of alternative fuels. Those targets represent the minimum percentages of clean vehicles in the total number of road transport vehicles covered by the contracts referred to in Article 3, signed after the date of application of this Directive.
Amendment 171 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Member States shall ensure that purchase, lease, rent or, hire-purchase or retrofitting to clean or zero-emission vehicle standards of road transport vehicles, and public service contracts on public passenger transport by road and rail and public service contracts as referred to in Article 3 of this Directive comply with the minimum procurement targets for light- duty vehicles referred to in table 4 of the Annex and for heavy-duty vehicles referred to in Table 5 in the Annex.
Amendment 173 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1 a (new)
Article 5 – paragraph 1 a (new)
Amendment 176 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1 – a (new)
Article 5 – paragraph 1 – a (new)
1a. Member States shall offer additional funding for the purchase of vehicles that are not affected by state aid law.
Amendment 177 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 1 b (new)
Article 5 – paragraph 1 b (new)
1b. To reach the procurement targets, contracting entities shall base the award of contracts on the most economically advantageous tender ("MEAT") as described in Article 82 of Directive 2014/25/EU. Tender specifications should be defined not only with focus on Total Cost of Ownership (TCO) but also on other vehicle characteristics, such as accessibility, insertion in urban landscape, noise levels, energy efficiency, recyclability of batteries and vehicle components.
Amendment 184 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 2
Article 5 – paragraph 2
2. Given that this Directive is meant to foster the market for clean vehicles and improve air quality, Member State authorities mayare encouraged to apply higher minimum mandates than those referred to in the Annex of this Directive.
Amendment 185 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 5
Article 1 – paragraph 1 – point 5
Directive 2009/33/EC
Article 5 – paragraph 2 a (new)
Article 5 – paragraph 2 a (new)
2a. Member States may subsidise procurement activities of entities mentioned in Article 3. Such subsidies should be exempted of state aid law.
Amendment 189 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6 a (new)
Article 1 – paragraph 1 – point 6 a (new)
Directive 2009/33/EC
Article 6 a (new)
Article 6 a (new)
(6a) A new article 6a is inserted. Article 6a Financial resources 1. Member States shall make available sufficient funding for the procurement of clean vehicles and the installation of their related infrastructure in dialogue with the public authorities and contracting entities. 2. The Union shall make available additional funding instruments to support the uptake of clean vehicles and the installation of their related infrastructure in the Member States. 3. A European fund shall be established, whose objectives include helping to cover the necessary investment for the establishment of alternative fuels infrastructure. Such a fund could be co- financed, with the European Union contributing 15% and another 85% coming from industry, notably manufacturers, suppliers, energy and fuel producers and other interested parties, as well as with the excess emissions premiums to be established in the regulation setting emission performance standards for new passenger cars and for new light commercial vehicles as part of the Union's integrated approach to reduce CO2 emissions from light-duty vehicles and amending Regulation (EC) No715/2007.
Amendment 202 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b
Article 1 – paragraph 1 – point 9 – point b
Directive 2009/33/EC
Article 10 – paragraph 4
Article 10 – paragraph 4
4. Member States shall submit to the Commission a report on the implementation of this Directive by 1 January 2026, and every three years thereafter. Member States shall submit to the Commission an intermediate report by 1 January 2023. That report shall contain information on the steps undertaken to implement this Directive, including on the number and the categories of vehicles procured by authorities and entities, on the dialogue carried out between the different levels of governance, information on Member States' intentions regarding the above reporting activities, as well as any other valuable informationinformation on the financial instruments already available or in preparation and on the Member States' strategies to foster the deployment of alternative fuels infrastructure, in particular for public transport networks. Information’s should follow the categories contained in Regulation No 2195/2002 on the Common Procurement Vocabulary (CPV)31 as noted in the Annex. _________________ 31 OJ L 340, 16.12.2002, p. 1,
Amendment 204 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b Directive 2009/33/EC
Article 1 – paragraph 1 – point 9 – point b Directive 2009/33/EC
4a. The Commission and the Member States shall ensure that local, regional and national air quality plans adopted pursuant to Article 23 and Annex XV of Directive 2008/50/EC on ambient air quality and cleaner air for Europe for zones and agglomerations where the level of pollutants in ambient air exceeds limit values also include detailed information on the procurement of clean vehicles and on hardware retrofitting to clean vehicle standards.
Amendment 208 #
2017/0291(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 9 – point b a (new)
Article 1 – paragraph 1 – point 9 – point b a (new)
Directive 2009/33/EC
Article 10 – paragraph 4 b (new)
Article 10 – paragraph 4 b (new)
(ba) By ... [three years after the date of entry into force of this Directive] the Commission shall propose a methodology for evaluating the life-cycle CO2 emissions of vehicles. By ...[four years after the date of entry into force of this Directive] the Commission shall publish guidelines clarifying how the different types of vehicles covered by the Clean Vehicles Directive compare, in terms of tailpipe CO2 emissions and life-cycle CO2 emissions. The guidelines and results shall be made publicly available. From 1 January 2026 onwards manufacturers shall report to the Commission on the lifecycle CO2 emissions of the vehicle types they place on the market as of that date based on a harmonised Union methodology. The Commission shall review the present Directive based on this information.
Amendment 209 #
2017/0291(COD)
Proposal for a directive
Article 2 – paragraph 1 – subparagraph 1 Directive 2009/33/EC
Article 2 – paragraph 1 – subparagraph 1 Directive 2009/33/EC
Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by XXXX [Please insert the date 124 months following the date of entry into force] at the latest. They shall immediately communicate to the Commission the text of those provisions.
Amendment 212 #
2017/0291(COD)
Proposal for a directive
Annex I – subheading 2
Annex I – subheading 2
Directive 2009/33/EC
Annex 1 – table 2
Annex 1 – table 2
Amendment 216 #
2017/0291(COD)
Proposal for a directive
Annex I – subheading 3
Annex I – subheading 3
Directive 2009/33/EC
Annex 1 – table 3
Annex 1 – table 3
Amendment 64 #
2017/0290(COD)
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5a) Additionally, in order to guarantee the social protection of drivers and to ensure the well-functioning of the internal market, with fair and equal competition between Member States and operators, the provisions concerning the road leg of combined transport should be coordinated with the provisions concerning cabotage under Regulation (EC) No 1071/2009 1a and Regulation (EC) 1072/2009 1b, as well as with those under Directive 96/71/EC 1c on posting of drivers. _________________ 1aRegulation (EC) No 1071/2009 of the European Parliament and of the Council of 21 October 2009 establishing common rules concerning the conditions to be complied with to pursue the occupation of road transport operator and repealing Council Directive 96/26/EC, (OJ L300, 14.11.2009, p. 51). 1bRegulation (EC) No 1072/2009 of the European Parliament and of the Council of 21 October 2009 on common rules for access to the international road haulage market, (OJ L300, 14.11.2009, p. 72). 1cDirective 96/71/EC of the European Parliament and of the Council of 16 December 1996 concerning the posting of workers in the framework of the provision of services, (OJ L 18, 21.1.1997, p. 1).
Amendment 79 #
2017/0290(COD)
Proposal for a directive
Recital 12
Recital 12
(12) The scope of the current economic support measures defined in Directive 92/106/EEC is very limited, consisting of fiscal measures (namely the reimbursement or reduction of taxes) which concern only combined rail/road transport operations. Such measures should be extended to combined transport operations covering inland waterways and maritime transport. Other relevant types of measures, such as infrastructure investment support measures or different economic support measures, should also be supported, focusing on infrastructure investments and other economic support measures. In the case of inland navigation, measures ensuring water maintenance and navigability should also be mandatory for Member States, with the support of the European Commission.
Amendment 97 #
2017/0290(COD)
Proposal for a directive
Recital 17
Recital 17
(17) Support measures should also be reviewed on a regular basis by the Members States to ensure their effectiveness and efficiency, and the overall impact on the European transport sector, as reflected in the European Strategy for Low Emission Mobility.
Amendment 107 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 2
Article 1 – paragraph 2
For the purposes of this Directive, ‘combined transport’ means carriage of goods by a transport operation, consisting of an initial or final road leg of the journey, or both, as well as a non-road leg of the journey using rail, inland waterway or maritime transport: where this section exceeds 100 km as the crow flies;
Amendment 121 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 3 – subparagraph 1
Article 1 – paragraph 3 – subparagraph 1
Each road leg referred to in paragraph 2 shall not exceed the longest of the following distanc150 km in distance as the crow flies in the territory of the Union:
Amendment 138 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 3 – point b
Article 1 – paragraph 3 – point b
Amendment 143 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 3 – subparagraph 2
Article 1 – paragraph 3 – subparagraph 2
That road leg distance limit shall apply to the total length of each road leg, including all intermediary pick-ups and deliveries. It shall not apply to the transport of an empty load unit or to the pick-up point of the goods or from the delivery point of the goods.
Amendment 146 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 92/106/EEC
Article 1 – paragraph 3 – subparagraph 2 a (new)
Article 1 – paragraph 3 – subparagraph 2 a (new)
If a Member State is transited by a road leg of a combined transport operation, that Member State may decide not to apply the support measures provided by this Directive, including weight advantages foreseen in Directive 96/53/EEC 1a for combined transport. _________________ 1a Council Directive 96/53/EC of 25 July 1996 laying down for certain road vehicles circulating within the Community the maximum authorized dimensions in national and international traffic and the maximum authorized weights in international traffic, (OJ L 235, 17.9.1996, p. 59–75).
Amendment 159 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 92/106/EEC
Article 3 – paragraph 1
Article 3 – paragraph 1
1. Member States shall ensure that road transport is considered forming part of a combined transport operation covered by this Directive only if the carrier can produce clear evidence that such road transport constitutes a road leg of a combined transport operation, including the transport of empty load units before and after the transport of goods.
Amendment 202 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 92/106/EEC
Article 3 – paragraph 4
Article 3 – paragraph 4
4. The evidence referred to in paragraph 1 shall be presented or transmitted upon the request of the authorised inspecting officer of the Member State where the check is carried out. In case of road side checks, it shall be presented within the duration of such check. The evidence needs to be created before the start of the transport operation. It shall be in an official language of that Member State or in English. During a roadside check, the driver shall be allowed to contact the head office, the transport manager or any other person or entity which may support him in providing the evidence referred to paragraph 2.
Amendment 218 #
2017/0290(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 a (new)
Article 1 – paragraph 1 – point 3 a (new)
Directive 92/106/EEC
Article 4 a (new)
Article 4 a (new)
(3a) The following Article is inserted: "Article 4a Member States shall apply Directive 96/71/EC for the entire period of posting on their territory of drivers employed by road transport undertakings and which are carrying a road leg that is part of a combined transport operation.";
Amendment 86 #
2017/0123(COD)
Proposal for a regulation
Recital 8 a (new)
Recital 8 a (new)
(8 a) In order to ensure that all EU rules for mobile workers are implemented in effective way, a European Land Transport Agency should be responsible for inspecting and enforcing the rules. It should provide operational and legal support to Member States to enforce social legislation and undertake European wide inspections. The European Land Transport Agency should be responsible for the monitoring of the European Road transport undertakings register.
Amendment 161 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Regulation 1071/2009
Article 1 – paragraph 6
Article 1 – paragraph 6
Amendment 194 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 3 – point a a (new)
Article 1 – paragraph 1 – point 3 – point a a (new)
Regulation 1071/2009/EC
Article 5 – point a a (new)
Article 5 – point a a (new)
(a a) the following point (a a) is added: (a a) The vehicles referred to in point (b) shall perform, in the framework of a transport contract, at least one loading or one unloading of goods per week in the premises of one company located in the same territory than the one of the establishment country.
Amendment 234 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 4 – point a – point iii (new)
Article 1 – paragraph 1 – point 4 – point a – point iii (new)
Regulation 1071/2009
Article 6, paragraphe 1 point b (xii a) new
Article 6, paragraphe 1 point b (xii a) new
(xii a) cabotage
Amendment 248 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point a
Article 1 – paragraph 1 – point 5 – point a
Regulation 1071/2009
Article 7 paragraph 1
Article 7 paragraph 1
In order to satisfy the requirement laid down in Article 3(1)(c), an undertaking shall, on a permanent basis, be able to meet its financial obligations in the course of the annual accounting year. The undertaking shall demonstrate, on the basis of annual accounts certified by an auditor or a duly accredited person, that, every year, it has at its disposal equity capital totalling at least : (a) EUR 9 000 when only one vehicle is used and EUR 5 000 for each additional vehicle used. (b) two months’ worth of salary per employed mobile worker, at the level of the country where or from where they habitually carry out their activity. Undertakings engaged in the occupation of road haulage operator solely by means of motor vehicles with a permissible laden mass not exceeding 3.5 tonnes or combinations of vehicles with a permissible laden mass not exceeding 3.5 tonnes shall demonstrate, on the basis of annual accounts certified by an auditor or a duly accredited person, that, every year, they have at their disposal equity capital totalling at least EUR 1 800 when only one vehicle is used and EUR 900 for each additional vehicle used.;
Amendment 272 #
2017/0123(COD)
(-i) the names of the road transport undertakings previously managed by the transport managers;
Amendment 281 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Regulation (EC) No 1071/2009
Article 16 – paragraph 2 – point h a (new)
Article 16 – paragraph 2 – point h a (new)
(ha) the name, nationality and country of residence of the drivers employed by the haulier;
Amendment 282 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Regulation (EC) No 1071/2009
Article 16 – paragraph 2 – point h b (new)
Article 16 – paragraph 2 – point h b (new)
(hb) The Member State of registration of labour contracts;
Amendment 283 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Article 1 – paragraph 1 – point 11 – point a – point i (new)
Regulation (EC) No 1071/2009
Article 16 – paragraph 2 – point h c (new)
Article 16 – paragraph 2 – point h c (new)
(hc) The social insurance number of the drivers employed by the haulier;
Amendment 303 #
2017/0123(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 11 a (new)
Article 1 – paragraph 1 – point 11 a (new)
Regulation (EC) No 1071/2009
Article 16 a (new)
Article 16 a (new)
Amendment 339 #
2017/0123(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1
Article 2 – paragraph 1 – point 1
Regulation (EC) No 1072/2009
Article 1 – paragraph 1 – subparagraph 1 a
Article 1 – paragraph 1 – subparagraph 1 a
Amendment 346 #
2017/0123(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1 a (new)
Article 2 – paragraph 1 – point 1 a (new)
Regulation (EC) No 1072/2009
Article 1 – paragraph 1 a (new)
Article 1 – paragraph 1 a (new)
(1a) This Regulation shall also apply to incoming or outgoing carriage of goods by road as one leg of a combined transport journey as laid down in the Directive 92/106/EEC.
Amendment 358 #
2017/0123(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 – point a
Article 2 – paragraph 1 – point 2 – point a
Regulation (EC) No 1072/2009
Article 2 – paragraph 6
Article 2 – paragraph 6
6. ‘cabotage operation’ means national carriage for hire or reward carried out on a temporary basis in a host Member State, involving the carriage from the picking up of the goods at one or several loading points until their delivery at one or several delivery points, as, specified in the consignment note;;
Amendment 378 #
2017/0123(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 5 – point a
Article 2 – paragraph 1 – point 5 – point a
Regulation 1072/2009
Article 8 paragraph 2
Article 8 paragraph 2
2. Once the goods carried in the course of an incoming international carriage from another haulier's Member State or from a third country to a host Member Statef establishment have been delivered, the hauliers referred to in paragraph 1 shall be allowed to carry out, with the same vehicle or, in the case of a coupled combination, the motor vehicle of that same vehicle, up to two cabotage operations in the host Member State or in contiguous Member States. The last unloading in the course of a cabotage operation shall take place within 5 day48 hours from the last unloading in the host Member State in the course of theis incoming international carriage, subject to a transport contract. After the 48 hours, the same vehicle or, in the case of a coupled combination, the motor vehicle of that same vehicle shall be allowed to perform cabotage operation after returning to the Member State of establishment of the road transport operator.;
Amendment 398 #
2017/0123(COD)
2a. Road transport undertakings shall not be allowed to carry out cabotage operations, with the same vehicle, or, in the case of a coupled combination, the motor vehicle of that same vehicle, in the same host Member State within 7 days from the end of the 48 hours period referred to in paragraph 1
Amendment 401 #
2017/0123(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 5 – point a (new)
Article 2 – paragraph 1 – point 5 – point a (new)
Regulation (EC) No 1072/2009
Article 8 – paragraph 2 b (new)
Article 8 – paragraph 2 b (new)
2b. In case the vehicle is not equipped with a smart tachograph, the control authorities may require clear evidence that operations have been carried out at least in 3 different member states in a time span of 7 consecutive days.
Amendment 44 #
2017/0122(COD)
Proposal for a regulation
Recital 1
Recital 1
(1) Good working conditions for drivers and fair business conditions for road transport undertakings are of paramount importance to creating a safe, efficient and socially accountable road transport sector, which is able to attract qualified workers and ensure a wide-level playing field across Europe. To facilitate that process it is essential that the Union social rules in road transport are clear, fit for purpose, easy to apply and to enforce and implemented in an effective and consistent manner throughout the Union.
Amendment 84 #
2017/0122(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) Drivers engaged in long-distance international transport operations spend long periods away from their home. The current requirements on the regular weekly rest unnecessarily prolong those periods. It is thus desirableIn order to secure decent working conditions it is necessary to adapt the provision on the regular weekly rest in such a way that it isorder to make it easier for drivers to carry out transport operations in compliance with the rules and to reach their home for a regular weekly rest, and bewhilst being fully compensated for all reduced weekly rest periods. It is also necessary to provide that operators organise the work of drivers in such a way that these periods away from home are not excessively long and to ensure that drivers have both the opportunity and the means to return home on a regular basis.
Amendment 97 #
2017/0122(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) There are differences among Member States in the interpretation and implementation of the weekly rest requirements as regards the place where the weekly rest should be taken. It is therefore appropriate to clarify that requirement to ensure that drivers are provided with adequate private accommodation paid by the employer for their regular weekly rest periods if they are taken away from home.
Amendment 113 #
2017/0122(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Drivers areIn order to ensure the objective of this Regulation to improve road safety and to protect drivers and other road users, who often are faced with unforeseen circumstances which make it impossible to reach a desired destination for taking a weekly rest without violating Union rules. I, it is desirable to make it easier for drivers to cope with those circumstances and enable them to reach their destination for a weekly rest without breaching the requirements on maximum driving times.
Amendment 143 #
2017/0122(COD)
Proposal for a regulation
Recital 11 a (new)
Recital 11 a (new)
(11a) In order to guarantee effective enforcement when carrying out roadside checks, the competent authorities should be able to observe whether the rules regarding driving and rest time periods have been complied with on the day of the check and over the preceding 56 days.
Amendment 149 #
2017/0122(COD)
Proposal for a regulation
Recital 11 b (new)
Recital 11 b (new)
(11b) In order to improve road safety and the working conditions of drivers, the scope of Regulation (EC) No 561/2006 should cover drivers of vehicles for the transport of goods with a permissible mass of more than 2,4 tonnes.
Amendment 159 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point -1 (new)
Article 1 – paragraph 1 – point -1 (new)
Regulation (EC) No 561/2006
Article 2 – paragraph 1 – point a
Article 2 – paragraph 1 – point a
(-1) In Article 2, paragraph 1, the point (a) is amended as follows : "(a) of goods where the maximum permissible mass of the vehicle, including any trailer, or semi-trailer, exceeds 3,52,4 tonnes, or (http://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:32006R0561&rid=1)" Or. en
Amendment 162 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point -1 a (new)
Article 1 – paragraph 1 – point -1 a (new)
Regulation (EC) No 561/2006
Article 2 – paragraph 1 – point a
Article 2 – paragraph 1 – point a
-1a Article 2, paragraph 1, point a is amended as follows: "(a) of goods where the maximum permissible mass of the vehicle, including any trailer, or semi-trailer, exceeds 3,52,4 tonnes, or " Or. en (http://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32006R0561&from=EN)
Amendment 181 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 b (new)
Article 1 – paragraph 1 – point 2 b (new)
Regulation (EC) No 561/2006
Article 4 – paragraph 1 – point h
Article 4 – paragraph 1 – point h
(2b) In Article 4, point (h) is amended as follows: "For the purposes of this Regulation the following definitions shall apply: (h) ‘weekly rest period’ means the weekly period during which a driver may freely dispose of his time, has no duties over his employer and covers a ‘regular weekly rest period’ and a ‘reduced weekly rest period’: – ‘regular weekly rest period’ means any period of rest of at least 45 hours, – ‘reduced weekly rest period’ means any period of rest of less than 45 hours, which may, subject to the conditions laid down in Article 8(6), be shortened to a minimum of 24 consecutive hours; " Or. en (http://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32006R0561&from=EN)
Amendment 182 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 1 b (new)
Article 1 – paragraph 1 – point 1 b (new)
Regulation (EC) No 561/2006
Article 4 – paragraph 1 – point h
Article 4 – paragraph 1 – point h
(1b) Article 4 paragraph (h) is amended as follows "(h) ‘weekly rest period’ means the weekly period during which a driver may freely dispose of his time, and do not have any duty to his employer, and covers a ‘regular weekly rest period’ and a ‘reduced weekly rest period’: – ‘regular weekly rest period’ means any period of rest of at least 45 hours, – ‘reduced weekly rest period’ means any period of rest of less than 45 hours, which may, subject to the conditions laid down in Article 8(6), be shortened to a minimum of 24 consecutive hours; (http://eur-lex.europa.eu/resource.html?uri=cellar:5cf5ebde-d494-40eb-86a7-" Or. en 2131294ccbd9.0005.02/DOC_1&format=PDF)
Amendment 201 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 2 a (new)
Article 1 – paragraph 1 – point 2 a (new)
Regulation (EC) No 561/2006
Article 6 – paragraph 1 and 2
Article 6 – paragraph 1 and 2
(2a) Article 6, paragraph 1 and 2 is replaced as follows: "1. The daily driving time shall not exceed nineeight hours. However, the daily driving time may be extended to at most 10nine hours not more than twice during the week. 2. The weekly driving time shall not exceed 560 hours and shall not result in the maximum weekly working time laid down in Directive 2002/15/EC being exceeded. 3. The total accumulated driving time during any two consecutive weeks shall not exceed 90 hours. 4. Daily and weekly driving times shall include all driving time on the territory of the Community or of a third country. 5. A driver shall record as other work any time spent as described in Article 4(e) as well as any time spent driving a vehicle used for commercial operations not falling within the scope of this Regulation, and shall record any periods of availability, as defined in Article 15(3)(c) of Regulation (EEC) No 3821/85, since his last daily or weekly rest period. This record shall be entered either manually on a record sheet, a printout or by use of manual input facilities on recording equipment. " Or. en (http://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32006R0561&from=EN)
Amendment 243 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point a
Article 1 – paragraph 1 – point 5 – point a
Regulation (EC) No 561/2006
Article 8 – paragraph 6 – subparagraph 1
Article 8 – paragraph 6 – subparagraph 1
Amendment 245 #
2017/0122(COD)
Amendment 304 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point b
Article 1 – paragraph 1 – point 5 – point b
Regulation (EC) No 561/2006
Article 8 – paragraph 7
Article 8 – paragraph 7
7. Any rest period taken as compensation for a reduced weekly rest period shall immediately precede or follow as an extension of a regular weekly rest period of at least 245 hours.;
Amendment 325 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c
Article 1 – paragraph 1 – point 5 – point c
Regulation (EC) No 561/2006
Article 8 – paragraph 8 a
Article 8 – paragraph 8 a
8a. The regular weekly rest periods, the reduced weekly rest periods and any weekly rest of more than 45 hours taken in compensation for previous reduced weekly rest shall not be taken in a vehicle. They shall be taken in a suitable accommodation, with adequate private sleeping and sanitary facilities;
Amendment 327 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c
Article 1 – paragraph 1 – point 5 – point c
Regulation (EC) No 561/2006
Article 8 – paragraph 8 a
Article 8 – paragraph 8 a
8a. The reduced weekly rest periods and regular weekly rest periods and any weekly rest of more than 45 hours taken in compensation for previous reduced weekly rest shall not be taken in a vehicle. They shall be taken in a suitable accommodation, with adequate sleeping and sanitary facilities;
Amendment 346 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c (new)
Article 1 – paragraph 1 – point 5 – point c (new)
Regulation (EC) No 561/2006
Article 8 – paragraph 8 a a (new)
Article 8 – paragraph 8 a a (new)
8a a. A driver may derogate from paragraph 8a of this Article when the reduced weekly rest periods is taken in locations certified as complying with the requirements of Article 8a, provided that the vehicle is stationary and has suitable sleeping facilities for each driver.";
Amendment 347 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c (new)
Article 1 – paragraph 1 – point 5 – point c (new)
Regulation (EC) No 561/2006
Article 8 – paragraph 8 a a (new)
Article 8 – paragraph 8 a a (new)
8a a. A driver may derogate from paragraph 8a of this article when the reduced weekly rest periods is taken in locations certified as complying with the requirements of Article 8a, provided that the vehicle is stationary and has suitable sleeping facilities for each driver.
Amendment 349 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c
Article 1 – paragraph 1 – point 5 – point c
Regulation (EC) No 561/2004
Article 8 – paragraph 8 b
Article 8 – paragraph 8 b
8b. A transport undertaking shall organise the work of drivers in such a way that the drivers are able to spend at least one regular weekly rest period or a weekly rest of more than 45 hours taken in compensation for reduced weekly rest at home within each period of three consecutive weeks.; or at another private location chosen by the driver within each period of three consecutive weeks. The driver shall inform the transport undertaking no later than one month before such rest periods will be taken in a place other than the driver’s home. The drivers journey to and from home or another private location chosen by the driver shall be either provided or paid for by the employer. Time spend travelling to and from home or to and from a private location cannot be considered as rest. By default, driver's home is deemed located in the establishment country of the company. Any other individual situation shall be duly justified by way of a written procedure which can be controlled timely by the competent national authorities.
Amendment 351 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c
Article 1 – paragraph 1 – point 5 – point c
Regulation (EC) No 561/2006
Article 8 – paragraph 8 b
Article 8 – paragraph 8 b
8b. A transport undertaking shall organise the work of drivers in such a way that the drivers are able to spend at least one regular weekly rest period or a weekly rest of more than 45 hours taken in compensation for reduced weekly rest at home within each period of three consecutive weeks.;or at another private location chosen by the driver within each period of three consecutive weeks. The driver shall inform the transport undertaking no later than one month before such rest periods will be taken in a place other than the driver’s home. The drivers journey to and from home or another private location chosen by the driver shall be either provided or paid for by the employer. Time spent travelling to and from home or to and from a private location cannot be considered as rest. By default, driver's home is deemed located in the establishment country of the company. Any other individual situation shall be duly justified by way of a written procedure which can be adequately controlled by the competent national authorities.
Amendment 368 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c (new)
Article 1 – paragraph 1 – point 5 – point c (new)
Regulation (EC) No 561/2006
Article 8 paragraph 8ba (new)
Article 8 paragraph 8ba (new)
8b a. The haulier shall provide the return-to-home with the appropriate means of transportation of the driver choice. By default, driver's home is deemed located in the establishment country of the company. Any other individual situation shall be duly justified.
Amendment 369 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c (new)
Article 1 – paragraph 1 – point 5 – point c (new)
Regulation (EC) No 561/2006
Article 8 – paragraph 8 b a (new)
Article 8 – paragraph 8 b a (new)
8b a. The regular weekly rest, eventually supplemented by compensations, shall not be impacted by the travel time from either the location where the vehicle, as referred in Article 3c) of directive 2002/15/EC, is left to the home, or to return to this vehicle.
Amendment 371 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c (new)
Article 1 – paragraph 1 – point 5 – point c (new)
Regulation (EC) No 561/2006
Article 8 – paragraph 8 b c (new)
Article 8 – paragraph 8 b c (new)
8b c. The regular weekly rest, eventually supplemented by compensations, shall not be impacted by the travel time neither from the location where the vehicle, as referred in Article 3.c) of Directive 2002/15/EC, is left to the home, or to return to this vehicle.
Amendment 372 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 5 – point c a (new)
Article 1 – paragraph 1 – point 5 – point c a (new)
(c a) In Article 8, new paragraph 9 a is added: 9a. Member States shall issue an annual report to the European Commission on the availability of suitable rest facilities for drivers and secured parking facilities on their national territory, from the date of entry into force of this Regulation. The European Commission shall, by [31 December 2019], present an overall report to the European Parliament and the Council on the availability of suitable rest facilities for drivers and secured parking facilities on the TEN-T network. This report shall be updated every two years on the basis of information gathered by the European Commission and contain a list of proposed measures to increase the number and quality of suitable rest facilities for drivers and secured parking facilities. On the basis of these reports, the European Commission shall reassess whether it is necessary to propose additional measures.
Amendment 398 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 6 a (new)
Article 1 – paragraph 1 – point 6 a (new)
Regulation (EC) No 561/2006
Article 10 – paragraph 1
Article 10 – paragraph 1
(6 a) Article 10, paragraph 1 is amended as follows: "Article 10 1. A transport undertaking shall not give drivers it employs or who are put at its disposal any payment, even in the form of a bonus or wage supplement, related to distances travelled and/or the amount of goods carried if that payment is of such a kind as to endanger road safety and/or encourages infringement of this Regulation. that endangers road safety and/or encourages infringement of this Regulation, including but not limited to time such as fast delivery, distances travelled and/or the amount of goods carried;" Or. en (http://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32006R0561&from=EN)
Amendment 425 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 8 (new)
Article 1 – paragraph 1 – point 8 (new)
Regulation (EC) No 561/2004
Article 14 – paragraph 2 a (new)
Article 14 – paragraph 2 a (new)
2 a. (8a) In Article 14, the following new paragraph shall be added: "This information shall be published on the European Commission website and stakeholder representatives in the EC Committee on Road Transport shall be duly notified."
Amendment 430 #
2017/0122(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 10 (new)
Article 1 – paragraph 1 – point 10 (new)
Regulation (EC) No 561/2006
Article 19 – paragraph 1 a (new)
Article 19 – paragraph 1 a (new)
1 a. The European Commission shall create and maintain a dedicated public web page on its website, containing detailed information on such penalties applicable in EU Member States.
Amendment 443 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point -1 (new)
Article 2 – paragraph 1 – point -1 (new)
Regulation (EU) No 165/2014
Article 3 – paragraph 4
Article 3 – paragraph 4
Amendment 466 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 1 a (new)
Article 2 – paragraph 1 – point 1 a (new)
Regulation (EU) No 165/2014
Article 9 – paragraph 2
Article 9 – paragraph 2
Amendment 472 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2 b (new)
Article 2 – paragraph 1 – point 2 b (new)
Regulation (EU) No 165/2014
Article 34 – paragraph 6 – point b
Article 34 – paragraph 6 – point b
(2 b) the date and place where use of the record sheet begins andIn Article 34, paragraph 6, point b is replaced as follows: "(b) at the beginning, at the end of the use of the record sheet and every time the vehicle crosses a border of a Member State: the dattime and place where such use ends; " Or. en (http://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32014R0165&qid=1519650301771&from=EN)
Amendment 479 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
Regulation (EU) No 165/2014
Article 34 – paragraph 7 – subparagraph 1
Article 34 – paragraph 7 – subparagraph 1
7. TWhere the tachograph is not able to automatically record the location of the vehicle, the driver shall enter in the digital tachograph the symbols of the countries in which the daily working period started and finished as well as where and when the driver has crossed a border in the vehicle on arrival at the suitable stopping place. . After crossing a border, the driver shall stop at the first suitable place of his choice and, at the latest, 30 minutes after crossing the border to enter in the digital tachograph the symbols of the country. Member States may require drivers of vehicles engaged in transport operations inside their territory to add more detailed geographic specifications to the country symbol, provided that those Member States have notified those detailed geographic specifications to the Commission before 1 April 1998..
Amendment 480 #
2017/0122(COD)
Proposal for a regulation
Article 2 – paragraph 1 – point 2
Article 2 – paragraph 1 – point 2
Regulation (EU) No 165/2014
Article 34 – paragraph 7 – subparagraph 1
Article 34 – paragraph 7 – subparagraph 1
7. TIf the tachograph is not able to record automatically location of the vehicle, the driver shall enter in the digital tachograph the symbols of the countries in which the daily working period started and finished as well as where and when the driver has crossed a border in the vehicle on arrival at the suitable stopping place. After crossing a border, the driver shall stop at the first suitable place of his choice and, at the latest, 30 minutes after crossing the border to enter in the digital tachograph the symbols of the country. Member States may require drivers of vehicles engaged in transport operations inside their territory to add more detailed geographic specifications to the country symbol, provided that those Member States have notified those detailed geographic specifications to the Commission before 1 April 1998..
Amendment 44 #
2017/0121(COD)
Proposal for a directive
Recital 1
Recital 1
(1) The free movement of workers, freedom of establishment, and freedom to provide services are fundamental principles of the internal market in the Union; they are enshrined in the Treaty on the Functioning of the European Union (TFEU) and are essential to a properly functioning internal market. The implementation and enforcement of those principles is further developed by the Union, aimed at guaranteeing a level playing field for businesses, combating the circumvention of rules, respecting workers’ rights, improving working conditions, and enhancing social cohesion among Member States. In order to create a safe, efficient and socially responsible road transport sector, it is therefore necessary to ensure adequateequal pay for equal work at the same place, decent working conditions and social protection for drivers, on the one hand, and suitable business and fair competition conditions for operators, on the other.
Amendment 51 #
2017/0121(COD)
Proposal for a directive
Recital 1 a (new)
Recital 1 a (new)
(1a) In order to ensure that control measures for the posting of drivers in the road transport sector are correctly applied as defined by Directives 96/71/EC and 2014/67/EU, controls and cooperation at Union level to tackle fraud relating to the posting of drivers should be strengthened and stricter checks should be carried out; bearing in mind that the transport sector is one of the most vulnerable sectors, and that working conditions should be significantly improved in order to increase the attractiveness of the profession, there is a need to ensure that social contributions for posted drivers are actually paid and that social protection is respected.
Amendment 58 #
2017/0121(COD)
Proposal for a directive
Recital 2 a (new)
Recital 2 a (new)
(2a) The road transport sector is highly competitive and characterized by a dimension of distortions generated by abusive forum shopping practices of undertakings in order to lower or avoid costs on wages and social security contributions or other social and working conditions which led to a race to the bottom competition in the past; whereas the internal market would benefit from a level playing field, further steps should be taken to prevent abusive practices by road transport operators though forum shopping, therefore the Commission is asked to evaluate and propose further horizontal measures in European Company law to end regime shopping and regulatory arbitrage by road transport operators.
Amendment 70 #
2017/0121(COD)
Proposal for a directive
Recital 4 a (new)
Recital 4 a (new)
(4a) In order to ensure that control measures for the posting of drivers in the road transport sector are correctly applied as defined by Directives 96/71/EC and 2014/67/EU, controls and cooperation at Union level to tackle fraud relating to the posting of drivers should be strengthened and stricter checks should be carried out; bearing in mind that the transport sector is one of the most vulnerable sectors, and that working conditions should be significantly improved in order to increase the attractiveness of the profession, there is a need to ensure that social contributions for posted drivers are actually paid and that social protection is respected.
Amendment 91 #
2017/0121(COD)
Proposal for a directive
Recital 9
Recital 9
(9) Difficulties have also been experienced in applying the rules on posting of workers specified in Directive 96/71/EC of the European Parliament and of the Council15 and the rules on the administrative requirements laid down in Directive 2014/67/EU of the European Parliament and of the Council16 to the highly mobile road transport sector. The uncoordinated national measures on the application and enforcement of the provisions on posting of workers in the road transport sector have generated highnot only unnecessary administrative burdens for non-resident Union operators. This created undue restrictions to the freedom to provide cross-border road transport services having negative side-effects on joboperators but also a high degree of legal uncertainty for drivers. _________________ 15 Directive 96/71/EC of the European Parliament and of the Council of 16 December 1996 concerning the posting of workers in the framework of the provision of services (OJ L 18, 21.1.97, p.1) 16 Directive 2014/67/EU of the European Parliament and of the Council of 15 May 2014 on the enforcement of Directive 96/71/EC concerning the posting of workers in the framework of the provision of services and amending Regulation (EU) No 1024/2012 on administrative cooperation through the Internal Market Information System (‘the IMI Regulation’) (OJ L 159, 28.5.2014, p. 11).
Amendment 93 #
2017/0121(COD)
Proposal for a directive
Recital 10
Recital 10
(10) The Commission, in its proposal of 8 March 201617 for the revision of Directive 96/71/EC, recognized that the implementation of that Directive raises particular legal questions and difficulties in the highly mobile road transport sector and indicated that those issues should be best addressed through sector-specific road transport legislation; however, the road transport sector being highly competitive and characterized by distortions and abusive practices by road transport operators, further horizontal measures such as the protective minimum provisions of Directive 96/71/EC should be applied to all activities, including cabotage and international transports. _________________ 17 COM(2016)128
Amendment 95 #
2017/0121(COD)
Proposal for a directive
Recital 10 a (new)
Recital 10 a (new)
(10a) Given the fact that there is a lack of drivers in Europe, working conditions should be significantly improved in order to increase the attractiveness of the profession.
Amendment 96 #
2017/0121(COD)
Proposal for a directive
Recital 11
Recital 11
Amendment 113 #
2017/0121(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Such balanced criteria should be based on a concept of a sufficient link of a driver with a territory of a host Member State. Therefore, a time threshold should be establishCabotage operations as defined, beyond which the minimum rate of pay and the minimum annual paid holidays of the host Member State shall apply in case of international transport operations. This time threshold should not apply to cabotage operations as defined by Regulations 1072/200918 and 1073/200919 since the entiry Regulations (EC) No 1072/200918 and 1073/200919are service provisions which are covered by Directive 96/71/EC as the transport operation is entirely taking place in a hostnother Member State. As a consequence the minimum rate of payremuneration and the minimum annual paid holidays of the host Member State should apply to cabotage irrespective of the frequency and duration of the operations carried out by a driver. _________________ 18 Regulation (EC) No 1072/2009 of the European Parliament and of the Council of 21 October 2009 on common rules for access to the international road haulage market (OJ L 300, 14.11.2009, p. 72). 19 Regulation (EC) No 1073/2009 of the European Parliament and of the Council of 21 October 2009 on common rules for access to the international market for coach and bus services, and amending Regulation (EC) No 561/2006 (OJ L 300, 14.11.2009, p.88)
Amendment 141 #
2017/0121(COD)
Proposal for a directive
Recital 13
Recital 13
(13) In order to ensure effective and efficient enforcement of the sector-specific rules on posting of workersexisting Directive 96/71/EC in all activities of road transport sector and to avoid disproportionate administrative burdens for non-resident operators sector, specific administrative and control requirements should be established in the road transport sector, taking full advantage of control tools such as the digital tachographand the smart tachographs, which have to be installed in all vehicles used in international transport on a mandatory basis, no later than the 2nd of January 2020.
Amendment 143 #
2017/0121(COD)
Proposal for a directive
Recital 13
Recital 13
(13) In order to ensure effective and efficient enforcement of the sector-specific rules on posting of workersDirective 96/71/EC in the transport sector and to avoid disproportionate administrative burdens for non-resident operators sector, specific administrative and control requirements should be established in the road transport sector, taking full advantage of control tools such as the digital tachograph, which has to be introduced on a mandatory basis by the 2nd of January2020, at the latest.
Amendment 146 #
2017/0121(COD)
Proposal for a directive
Recital 13 a (new)
Recital 13 a (new)
(13a) In order to ensure a fair and level playing field for workers and business there is a need to make progress towards smart enforcement and to provide all possible support for the full introduction and use of risk-rating systems. To this end, the enforcement authorities need to be given real-time access to national electronic registers (NERs), while making maximum use of the European Register of Road Transport Undertakings (ERRU). The establishment of the European Land Transport Agency, whose main competence would be to improve the compliance culture in road transport and providing support for policymaking in the sector at both EU and national level, would also ensure better cross-border enforcement of the EU rules applicable to road transport.
Amendment 170 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3 – point a
Article 1 – paragraph 1 – point 3 – point a
Directive 2006/22/EC
Article 2 – paragraph 1 – subparagraph 2
Article 2 – paragraph 1 – subparagraph 2
These checks shall cover each year a large and representative cross-section of mobile workers, drivers, undertakings and vehicles of all transport categories falling within the scope of Regulations (EC) No 561/2006 and (EU) No 165/2014 and of mobile workers and drivers falling withing the scope of Directive 2002/15/EC.;
Amendment 196 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point a
Article 1 – paragraph 1 – point 6 – point a
Directive 2006/22/EC
Article 8 – paragraph 1 – point b
Article 8 – paragraph 1 – point b
(b) upon reasonedspecific request by a Member State in individual cases.
Amendment 197 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point a a (new)
Article 1 – paragraph 1 – point 6 – point a a (new)
Directive 2006/22/EC
Article 8 – paragraph 1 – introductory part
Article 8 – paragraph 1 – introductory part
(aa) in paragraph 1, the introductory part is replaced by the following: "1. Information made available bilaterally under Article 17(322(2) of Regulation (EEC) No 3820/85561/2006 or Article 19(3)40 of Regulation (EECU) No 3821/85165/2014 shall be exchanged between the designated bodies notified to the Commission in accordance with Article 7(2): :" Or. en (http://eur-lex.europa.eu/legal- content/EN/TXT/?qid=1518624583507&uri=CELEX:32006L0022)
Amendment 206 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point b
Article 1 – paragraph 1 – point 6 – point b
Directive 2006/22/EC
Article 8 – paragraph 1 a – subparagraph 1
Article 8 – paragraph 1 a – subparagraph 1
Member State shall submitprovide the information requested by other Member States pursuant to paragraph 1(b) of this Article within 25 working days from the receipt of the request in cases requiring in- depth examination or involving checks at premises of the undertakings concerned. A shorter time limit may be mutually agreed between the Member States. In urgent cases or cases requiring simple consultation of registers, such as of a risk rating system, the requested information shall be submitted within three working days.
Amendment 208 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point b
Article 1 – paragraph 1 – point 6 – point b
Directive 2006/22/EC
Article 8 – paragraph 1 a – subparagraph 2
Article 8 – paragraph 1 a – subparagraph 2
Where the requested Member State considers that the request is insufficiently reasoned, it shall inform the requesting Member State accordingly within 105 working days. The requesting Member State shall further substantiate the request and the Member States concerned shall discuss with each other with a view to finding a solution for any difficulty raised. Where this is not possible, the request may be rejected by the requested Member State. In such a case, the requesting Member State may refer the complaint to the Commission, who may take necessary measures as appropriate.
Amendment 210 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point b
Article 1 – paragraph 1 – point 6 – point b
Directive 2006/22/EC
Article 8 – paragraph 1 a – subparagraph 2
Article 8 – paragraph 1 a – subparagraph 2
Where the requested Member State considers that the request is insufficiently reasoned, it shall inform the requesting Member State accordingly within 10five working days. The requesting Member State shall further substantiate the request. Where this is not possible, the request may be rejected by the Member State.
Amendment 213 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6 – point b
Article 1 – paragraph 1 – point 6 – point b
Directive 2006/22/EC
Article 8 – paragraph 1 a – subparagraph 3
Article 8 – paragraph 1 a – subparagraph 3
Amendment 219 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7 – point a
Article 1 – paragraph 1 – point 7 – point a
Directive 2006/22/EC
Article 9 – paragraph 1 – subparagraph 2
Article 9 – paragraph 1 – subparagraph 2
The Commission shall, by means of implementing acts, establish a common formula for calculating a risk rating of undertakings, which shall take into account the number, severity and frequency of occurrence of infringements as well as the results of controls where no infringement has been detected and whether a road transport undertaking has been using the smart tachograph, pursuant to Chapter II of Regulation (EU) No 165/2014, on all its vehicles. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 12(2) of this Directive.
Amendment 224 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7 – point c a (new)
Article 1 – paragraph 1 – point 7 – point c a (new)
Directive 2006/22/EC
Article 9 – paragraph 5 a
Article 9 – paragraph 5 a
(ca) the following paragraph 5a is added: 5a. The smart tachograph, whose data have to indicate the exact positioning of the drivers and in particular when the drivers cross the borders over the span of a 56-day period, shall be introduced on all vehicles engaged in international transport and cabotage no later than the 2nd of January 2020;
Amendment 228 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7 – point c
Article 1 – paragraph 1 – point 7 – point c
Directive 2006/22/EC
Article 9 – paragraph 4
Article 9 – paragraph 4
4. In order to facilitate targeted roadside checks, the data contained in the national risk rating system shall be accessible at the time of control to all the competent control authorities of the Member State concerneds.;
Amendment 230 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7 – point c
Article 1 – paragraph 1 – point 7 – point c
Directive 2006/22/EC
Article 9 – paragraph 5
Article 9 – paragraph 5
5. Member States shall make the information contained in the national risk rating system available upon request or directly accessibledirectly accessible through the European Register for Road Transport Undertakings and to all competent authorities of other Member States in accordance with the time limits set out in Article 8.;
Amendment 232 #
2017/0121(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Directive 2006/22/EC
Article 11 – paragraph 3
Article 11 – paragraph 3
Amendment 250 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 1
Article 2 – paragraph 1
1. This Article establishes specific rules as regards certain aspectsthe enforcement of Directive 96/71/EC relating to the posting of drivers in the road transport sector and of Directive 2014/67/EU of the European Parliament and of the Council relating to administrative requirements and control measures for the posting of those drivers.
Amendment 253 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 1 a (new)
Article 2 – paragraph 1 a (new)
1a. In order to facilitate the checks and make controls more effective, Member States shall ensure that transport operators use smart tachographs as referred to in Article 8 of Regulation (EU) No 165/2014 in vehicles which are used for international transport operations and cabotage operations as defined by Regulations (EC) No 1072/2009 and 1073/2009, as well as for road leg of combined transport as defined in Directive 1992/106/EC.
Amendment 254 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 1 a (new)
Article 2 – paragraph 1 a (new)
1a. The smart tachograph, whose data have to indicate the exact positioning of the drivers and in particular when the drivers cross the borders over the span of a 56-day period, shall be introduced on all vehicles engaged in international transport and cabotage no later than the 2nd of January 2020;
Amendment 259 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 1 b (new)
Article 2 – paragraph 1 b (new)
1b. The smart tachograph, whose data will indicate the location of drivers over the span of a 56-dayperiod shall be introduced on all vehicles engaged in international transport and cabotage by the 2nd of January 2020, at the latest.
Amendment 262 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 2 – subparagraph 1
Article 2 – paragraph 2 – subparagraph 1
Amendment 290 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 2 – subparagraph 1 a (new)
Article 2 – paragraph 2 – subparagraph 1 a (new)
The provisions of Directive 96/71/EC as amended by ... [2016/0070 (COD)] as well as the enforcement Directive 2014/67/EU shall apply to transport undertakings performing cabotage operations, as well as to the incoming or outgoing carriage of goods by road as one leg of a combined transport journey, as laid down in Council Directive 92/106/EEC on the establishment of common rules for certain types of combined transport of goods between Member States.
Amendment 294 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 2 – subparagraph 1 b (new)
Article 2 – paragraph 2 – subparagraph 1 b (new)
The provisions of these Directives shall also apply to the international transport as long as the posting conditions specified in Article 1.3 of Directive 96/71/EC as amended by ... [2016/0070 (COD)] are met.
Amendment 301 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 2 – subparagraph 2
Article 2 – paragraph 2 – subparagraph 2
Amendment 303 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 2 – subparagraph 2
Article 2 – paragraph 2 – subparagraph 2
Amendment 337 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 3
Article 2 – paragraph 3
Amendment 339 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 3
Article 2 – paragraph 3
Amendment 397 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – introductory part
Article 2 – paragraph 4 – introductory part
4. Member States may only impose the following administrative requirements and control measures necessary to ensure effective monitoring of compliance with the obligations arising from this Directive and Article 9 of Directive 2014/67/EU, provided that they are justified in accordance with Union law and relatively. To this end Member States may, in particular, provide for the following measures:
Amendment 410 #
2017/0121(COD)
(a) For each posted driver and each posting, an obligation for the road transport operator established in another Member State to send a posting declaration to the national competent authorities at the latest atprior to the commencement of the posting, in electronic forma standardised electronic form developed and made available by the Commission, at the latest 2 years after the publication of this Directive, in an official language of the host Member State or in English, containing onlyat least the following information:
Amendment 433 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point a – point iii
Article 2 – paragraph 4 – point a – point iii
(iii) the anticipated number and the identities of posted drivinformation about the posted drivers including at least the following: the identity, the country of residence, the country where the labour contract is based, the country of payment of social contributions and the social security numbers;
Amendment 466 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point b
Article 2 – paragraph 4 – point b
(b) an obligation for the driver to keep and make available, where requested at the roadside control, in paroad transport oper ator electronic form, a copy of the posting declaration and evidence of transport operation taking place in the host Member State, such as an electronic consignment note (e-CMR) or evidence referred to in Article 8 of Regulation (EC) No 1072/2009 of the European Parliament and of the Councilto provide the driver with the following documents for the purpose of road sidechecks:.
Amendment 475 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point b – point i (new)
Article 2 – paragraph 4 – point b – point i (new)
(i) a copy of the posting declaration in paper or electronic form;
Amendment 477 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point b – point ii (new)
Article 2 – paragraph 4 – point b – point ii (new)
(ii) evidence of the transport operation taking place in the host Member State as referred in the legal act amending Regulation (EC) No 1072/2009 of the European Parliament and the Council;
Amendment 478 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point b – point iii (new)
Article 2 – paragraph 4 – point b – point iii (new)
(iii) the electronic CMR;
Amendment 479 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point b – point iv (new)
Article 2 – paragraph 4 – point b – point iv (new)
(iv) a copy of the employment contract in (one of) the official languages of the host Member State, or in English;
Amendment 480 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point b – point v (new)
Article 2 – paragraph 4 – point b – point v (new)
(v) a copy of the payslips for the past two months, in paper or electronic form;
Amendment 484 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point c
Article 2 – paragraph 4 – point c
Amendment 494 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point d
Article 2 – paragraph 4 – point d
Amendment 512 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point e
Article 2 – paragraph 4 – point e
Amendment 536 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 – point f
Article 2 – paragraph 4 – point f
(f) an obligation for the road transport operator to deliver, after the period of posting, in paper or electronic form, copies of documents referred to in points (b), (c) and (e), at the request of the authorities of the host Member State within a reasonable period of time5 days from the request;
Amendment 546 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 4 a (new)
Article 2 – paragraph 4 a (new)
4a. Evidence referred to in Article 2, paragraph 4 shall be kept on the vehicle and presented to the authorised inspecting officers of the host Member State in the event of roadside checks.
Amendment 553 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 5
Article 2 – paragraph 5
5. For the purposes of point (a) of paragraph 4 the road transport operator may provide aTo safeguard that the provisions of Directive 96/71/EC as amended by ... [2016/0070 (COD)] as well as the provisions of Directive 2014/67/EU are met, during roadside checks, the competent authorities of the Member State of the posting shall verify the following: (a) the tachograph data of the current day and that of the poasting declaration covering a period of a maximum of six months 56 days; (b) the electronic consignment notes of the current day and of the past 56 days; (c) the documents referred to in paragraph 4 of this Article.
Amendment 559 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 5 – point a (new)
Article 2 – paragraph 5 – point a (new)
(a) the electronic consignment notes of the current day and the past 56 days;
Amendment 560 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 5 – point b (new)
Article 2 – paragraph 5 – point b (new)
(b) the documents referred to in Article 2, paragraph 4 (a) (b) and (f);
Amendment 562 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 5 a (new)
Article 2 – paragraph 5 a (new)
5a. The roadside check authorities shall transmit all information referred to in the above paragraph to the competent authorities of the Member State of posting, for an assessment of compliance with the legal acts referred to in the above paragraph. In order to facilitate the implementation and the application of this Directive the competent authorities of the Member States shall cooperate closely and provide each other with mutual assistance and all relevant information, within the conditions laid down in Directive 2014/67/EU and in Regulation (EC) No1071/2009.
Amendment 567 #
2017/0121(COD)
Proposal for a directive
Article 2 – paragraph 5 b (new)
Article 2 – paragraph 5 b (new)
5b. For the purpose to increase the effectiveness of cross-border enforcement and of targeted checks, the Member States shall provide all relevant authorities real time access to the Internal Market Information System (IMI) established by Regulation (EU) No 1024/2012, to the European Register for Road Transport Undertakings, to the national electronic registers established by Regulation (EC) No 1071/2009, to posting declaration and to any other relevant databases;
Amendment 20 #
2017/0116(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) Union air carriers are at the centre of a global network connecting Europe internally and with the rest of the world. They should be enabled to compete against third countries air carriers in an environment of open and fair competition between all air carriers. This would contributeis necessary to maintaining conditions conducive to a high level of Union's connectivity and to ensure the continuing competitiveness of Union air carriers as well as well as high levels of employment in the European industry.
Amendment 27 #
2017/0116(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Fair competition is an importantndispensable general principle in the operation of international air transport services. This principle is notably acknowledged by the Convention on International Civil Aviation ('the Chicago Convention') whose preamble recognises the need for international air transport services to be based on the basis of "equality of opportunity". Article 44 of the Chicago Convention also states that the International Civil Aviation Organization ('ICAO') should aim to foster the development of international air transport so as to "insure that every contracting State has a fair opportunity to operate international airlines" and to "avoid discrimination between contracting States".
Amendment 30 #
2017/0116(COD)
Proposal for a regulation
Recital 6
Recital 6
(6) Efforts shouldmust therefore be strengthened in the context of ICAO and of WTO to actively support the development of international rules guaranteeing fair competition conditions between all air carriers.
Amendment 34 #
2017/0116(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) Fair competition between air carriers shouldmust preferably be addressed in the context of air transport or air services agreements with third countries. However, most air transport or air services agreements concluded between the Union or its Member States or both, on the one hand, and third countries on the other do not so far provide for corresponding rules. Efforts should therefore be strengthened to negotiate the inclusion of fair competition clauses in existing and future air transport or air services agreements with third countries.
Amendment 39 #
2017/0116(COD)
Proposal for a regulation
Recital 7 a (new)
Recital 7 a (new)
(7 a) The existence of bilateral air transport or air service agreements including fair competition clauses or similar provisions does not prevent the Commission from conducting an investigation and taking measures where necessary. The decision to initiate an investigation does not prevent the Commission to support and advise Member States involved in a dispute settlement procedures foreseen in international agreements.
Amendment 42 #
2017/0116(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) Fair competition between air carriers can also be ensured through appropriate Union legislation such as Council Regulation (EEC) No 95/9320 and Council Directive 96/97/EC21 . Insofar as fair competition supposes protection of Union air carriers from certain practices adopted by third countries or third country carriers, this issue is currently addressed in Regulation (EC) No 868/2004 of the European Parliament and of the Council22 . However, Regulation (EC) No 868/2004 has proven insufficiently effective, in respect of its underlying general aim of fair competition. This is notably due to certain of its rules pertaining notably to the definition of the practices concerned, other than subsidisation, and to the requirements regarding the initiation and conduct of investigations. In addition, Regulation (EC) No 868/2004 fails to provide for a dedicated Union internal procedure in respect of obligations contained in air transport or air services agreements to which the Union is a party and intended to ensure fair competition. Given the number and importance of the amendments that would be necessary to address these issues, it is appropriate to replace Regulation (EC) No 868/2004 by a new act. _________________ 20 Council Regulation (EEC) No 95/93 of 18 January 1993 on common rules for the allocation of slots at Community airports (OJ L 14, 22.1.1993, p.1). 21 Council Directive 96/67/EC of 15 October 1996 on access to the groundhandling market at Community airports (OJ L 272, 25.10.1996, p.36). 22 Regulation (EC) No 868/2004 of the European Parliament and of the Council of 21 April 2004 concerning protection against subsidisation and unfair pricing practices causing injury to Community air carriers in the supply of air services from countries not members of the European Community (OJ L 162, 30.04.2004, p.1).
Amendment 69 #
2017/0116(COD)
Proposal for a regulation
Recital 15
Recital 15
(15) Proceedings should not be initiated or should be concluded without redressive measures under this Regulation where the adoption of the latter would be against the Union interest, having regard to their impact on other persons, notablyarties, including consumers or, undertakings in the Unionand aviation employees. Proceedings should also be concluded without measures where the requirements for such measures are not, or no longer met.
Amendment 133 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 2
Article 3 – paragraph 2
2. A complaint shall include prima facie evidencereasonable and fact-based indication of one of the cases referred to in paragraph 1.
Amendment 147 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 4 a (new)
Article 3 – paragraph 4 a (new)
4 a. The decision not to initiate an investigation in accordance with paragraph 4 shall be accompanied by a statement of reasons thereof and shall be published in the Official Journal of the European Union. The Commission shall further justify its decision before the competent committees of the European Parliament.
Amendment 149 #
2017/0116(COD)
5. Where the evidence presented is insufficient for the purposes of paragraph 1, the Commission shall inform the complainant about the insufficiency within 60 days of the date on which the complaint was lodged. The complainant shall be given 360 days to provide additional evidence. Where the complainant fails to do so within that time limit, the Commission may decide not to initiate the investigation.
Amendment 156 #
2017/0116(COD)
Proposal for a regulation
Article 3 – paragraph 6
Article 3 – paragraph 6
6. The Commission shall decide on the initiation of an investigation in accordance with paragraph 1 within 63 months of the lodging of the complaint.
Amendment 187 #
2017/0116(COD)
Proposal for a regulation
Article 7 – paragraph 1
Article 7 – paragraph 1
In cases where access to the necessary information is refused or is otherwise not provided within the appropriate time limits, where a third country concerned did not grant access to its territory to conduct investigations or where the investigation is by other means significantly impeded, findings shall be made on the basis of the available facts and the Commission might take provisional redressive measures. Where the Commission finds that false or misleading information has been submitted, such information shall be disregarded.
Amendment 199 #
2017/0116(COD)
Proposal for a regulation
Article 9 – paragraph 1
Article 9 – paragraph 1
1. The proceedinginvestigations shall be concluded within twoone years. That period may be prolonged in duly justified cases.
Amendment 214 #
2017/0116(COD)
Proposal for a regulation
Article 9 – paragraph 2
Article 9 – paragraph 2
2. In case of urgency, such as in situations where there is a risk of immediate and irreversible injury to Union air carrier(s), the proceedings may be shortened to one yearsix months.
Amendment 222 #
2017/0116(COD)
Proposal for a regulation
Article 9 – paragraph 4
Article 9 – paragraph 4
4. If the violation of applicable international obligations or the practice affecting competition, the injury or the threat of injury to the Union air carrier(s) concerned has not been eliminated following a reasonable period of time, the Commission mayshall resume the proceedings.
Amendment 265 #
2017/0116(COD)
Proposal for a regulation
Article 12 – paragraph 3
Article 12 – paragraph 3
3. The decision to terminate the investigation in accordance with paragraph 2 shall be accompanied by a statement of the reasons thereof and shall be published in the Official Journal of the European Union. The Commission shall further justify its decision before the competent committees of the European Parliament.
Amendment 268 #
2017/0116(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1
Article 13 – paragraph 1 – subparagraph 1
Without prejudice to Article 12(1) and except in the case referred to in point (b) of Article 12(2) the Commission shall, by means of implementing acts, adopt provisional or definitive redressive measures if the investigation conducted under Article 4 determines that a practice affecting competition, adopted by a third country or a third country entity, has caused injury or threat of injury to the Union air carrier(s) concerned.
Amendment 278 #
2017/0116(COD)
(b a) suspension of air traffic rights
Amendment 15 #
2017/0113(COD)
Proposal for a directive
Recital 1
Recital 1
(1) Directive 2006/1/EC of the European Parliament and of the Council11 provides for a minimum level of the market opening for the use of vehicles hired without drivers for the carriage of goods by road. _________________ 11Directive 2006/1/EC of the European Parliament and of the Council of 18 January 2006 on lays down provisions regarding the use of vehicles hired without drivers for the carriage of goods by road (codified version) (OJ L 33, 4.2.2006, p. 82).
Amendment 18 #
2017/0113(COD)
Proposal for a directive
Recital 2
Recital 2
(2) The use of hired vehicles can reduce the costs of undertakings carrying goods on their own account or for hire and reward and at the same time increase their operational flexibility. It can therefore contribute to an increase in the productivity and competitiveness of the undertakings concerned. Moreover, as hired vehicles tend to be younger than the average fleet, they are alsomay often be safer and less polluting.
Amendment 19 #
2017/0113(COD)
Proposal for a directive
Recital 3
Recital 3
Amendment 26 #
2017/0113(COD)
Proposal for a directive
Recital 5
Recital 5
(5) The level of road transport taxation still differs considerably within the Union. Therefore, cCertain restrictions, which also indirectly affect the freedom to provide vehicle hiring services, remain justified to achieve legitimate objectives such as road safety, taxation policy, protection of the environment or improvement of the welfare or employment rights and conditions of drivers in order to avoid fiscal distortions. Consequently, for example, Member States should have the option to limit the length of time a vehicle hired in another Member State other can be used withain the one of establishmentir respective territories, and to restrict the use of the undertaking hiring it can be used within their respective territorieavier or older hired vehicles for own account transport operations.
Amendment 28 #
2017/0113(COD)
Proposal for a directive
Recital 5 a (new)
Recital 5 a (new)
(5a) Other issues specific to the proper use of hired vehicles should also be addressed in this measure. This includes provisions to help ensure that drivers are properly trained and qualified when using hired vehicles and that adequate information on hired vehicles is held, in an accessible manner in the national electronic registers of applicable Member States. This will assist in enforcing rules against illegal cabotage and other violations of Union and Member State laws regarding road transport.
Amendment 33 #
2017/0113(COD)
Proposal for a directive
Recital 6
Recital 6
Amendment 37 #
2017/0113(COD)
Proposal for a directive
Recital 7
Recital 7
(7) The implementation and effects of this Directive should be monitored by the Commission and be documented by it in a report. Any future action in this area should be considered in light of that report. This should include whether additional requirements to consolidate and safeguard traceable links between undertakings and vehicles should be introduced, such as mandatory declaration of vehicle number plates of hired vehicles in national electronic registers and anti-avoidance provisions against so-called ‘letterbox’ companies.
Amendment 38 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point -1 (new)
Article 1 – paragraph 1 – point -1 (new)
Directive 2006/1/EC
Article 1 – title
Article 1 – title
-1 Article 1 Definitions
Amendment 39 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – introductory part
Article 1 – paragraph 1 – point 1 – introductory part
Directive 2006/1/EC
Article 2 – title
Article 2 – title
(1) Article 2 is amended as follows: "Article 2 Use of hired vehicles"
Amendment 44 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a – point ii
Article 1 – paragraph 1 – point 1 – point a – point ii
Directive 2006/1/EC
Article 2 – paragraph 1 – point a
Article 2 – paragraph 1 – point a
(a) the vehicle is registered or put into circulation in compliance with the laws of any Member State;;
Amendment 45 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point a – point ii – point a (new)
Article 1 – paragraph 1 – point 1 – point a – point ii – point a (new)
Directive 2006/1/EC
Article 2 – paragraph 1 – point a a (new)
Article 2 – paragraph 1 – point a a (new)
Amendment 46 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b
Article 1 – paragraph 1 – point 1 – point b
Directive 2006/1/EC
Article 2 – paragraph 1 a
Article 2 – paragraph 1 a
Amendment 55 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b (new)
Article 1 – paragraph 1 – point 1 – point b (new)
Directive 2006/1/EC
Article 2 – paragraph 1 a a (new)
Article 2 – paragraph 1 a a (new)
1aa. Notwithstanding paragraph 1, where the hired vehicle is registered or put into circulation in compliance with the laws of a Member State other than the Member State of use, the time of use shall be limited to no more than two periods of two months each in any given calendar year, and this limitation shall be specified in any applicable contract of hire.
Amendment 57 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b a (new)
Article 1 – paragraph 1 – point 1 – point b a (new)
Directive 2006/1/EC
Article 2 – paragraph 2 – introductory part
Article 2 – paragraph 2 – introductory part
(ba) In Article 2, paragraph 2 introductory part is replaced by the following: "2. Proof of compliance with the conditions referred to in paragraph 1, points (a) to (de) shall be provided by the following documents in writing, which must be on board the vehicle: at the disposal of the driver and on board the vehicle:" Or. en (http://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32006L0001&from=EN)
Amendment 58 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b b (new)
Article 1 – paragraph 1 – point 1 – point b b (new)
Directive 2006/1/EC
Article 2 – paragraph 2 – point (b)
Article 2 – paragraph 2 – point (b)
Amendment 59 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b c (new)
Article 1 – paragraph 1 – point 1 – point b c (new)
Directive 2006/1/EC
Article 2 – paragraph 2 – point b a (new)
Article 2 – paragraph 2 – point b a (new)
(bc) In Article 2, paragraph 2 new point (c) should be added: (c) a certified extract of an entry in the applicable national electronic register.
Amendment 60 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 1 – point b d (new)
Article 1 – paragraph 1 – point 1 – point b d (new)
Directive 2006/1/EC
Article 2 – paragraph 2 – last part
Article 2 – paragraph 2 – last part
Amendment 61 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 2006/1/EC
Article 3 – title
Article 3 – title
Article 3 Own account operations
Amendment 65 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2
Article 1 – paragraph 1 – point 2
Directive 2006/1/EC
Article 3 – paragraph 1
Article 3 – paragraph 1
Member States shall take the necessary measures to ensure that their undertakings may use hired vehicleestablished within their territories may use hired vehicles that have been registered or put into circulation within the previous five years for the carriage of goods by road under the same conditions as vehicles owned by them, provided that the conditions laid down in Article 2 are satisfied.
Amendment 68 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 a (new)
Article 1 – paragraph 1 – point 2 a (new)
Directive 2006/1/EC
Article 3 – paragraph 1 a (new)
Article 3 – paragraph 1 a (new)
(2a) In Article 3, the following paragraph 1 a is inserted: "1a. Member States may exclude from the provisions of paragraph 1 own account transport operations carried out by vehicles with a total permissible laden weight of more than 2,4 tonnes."
Amendment 71 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 b (new)
Article 1 – paragraph 1 – point 2 b (new)
Directive 2006/1/EC
Article 4
Article 4
Amendment 72 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 c (new)
Article 1 – paragraph 1 – point 2 c (new)
Directive 2006/1/EC
Article 5 – point e a (new)
Article 5 – point e a (new)
(2c) In article 5 new point ea is inserted: "Without prejudice to Articles 2 and 3, this Directive shall not affect the application of the rules concerning: (a) the organisation of the market for the carriage of goods by road for hire or reward and own account and in particular access to the market and quota restrictions on road capacities; (b) prices and conditions for the carriage of goods by road; (c) the formation of hire prices; (d) the import of vehicles; (e) the conditions governing access to the activity or occupation of road-vehicle lessor. ; (f) requirements for undertakings to secure appropriate parking spaces where necessary." Or. en (http://eur-lex.europa.eu/legal- content/EN/TXT/HTML/?uri=CELEX:32006L0001&from=EN)
Amendment 73 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 d (new)
Article 1 – paragraph 1 – point 2 d (new)
Directive 2006/1/EC
Article 5 a (new)
Article 5 a (new)
(2d) Article 5a Training of drivers Undertakings using hired vehicles shall ensure that all drivers using a hired vehicle receive the necessary training to acquire the knowledge which is essential for their work, with specific attention to health and safety aspects, and that training requirements are regularly updated to meet the challenges of technological innovation.
Amendment 74 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 e (new)
Article 1 – paragraph 1 – point 2 e (new)
Directive 2006/1/EC
Article 5 b (new)
Article 5 b (new)
(2e) Article 5b is inserted: Article 5b Penalties Member States shall ensure that penalties applicable to infringements of this Directive are adequate, effective and dissuasive.
Amendment 75 #
2017/0113(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 3
Article 1 – paragraph 1 – point 3
Directive 2006/1/EC
Article 5 a
Article 5 a
Amendment 79 #
2017/0113(COD)
Proposal for a directive
Article 1 a (new)
Article 1 a (new)
Article 1a Regulation (EC) No 1071/2009 should therefore be amended accordingly: Article 6, paragraph 1, point b (va) new is inserted: (va) the driving and use of hired vehicles;
Amendment 80 #
2017/0113(COD)
Proposal for a directive
Article 1 b (new)
Article 1 b (new)
Article 1b Directive 2003/59/EC should therefore be amended accordingly: Annex I, paragraph 3, point 3.6a (new) is inserted: (3.6a) Objective: ability to drive, use and manage hired vehicles: general information on the vehicle hired, legislation on the use for transport operations, road driving behaviour and minimum training requirements for transport operations, lack of proper training likely to affect the driving or the use of the vehicle, vehicle maintenance
Amendment 81 #
2017/0113(COD)
Proposal for a directive
Article 2 – paragraph 1 – subparagraph 1
Article 2 – paragraph 1 – subparagraph 1
Member States shall bring into force the laws, regulations and administrative provisions necessary to comply with this Directive by [OP: please insert the date calculated 182 months following the entry into force] at the latest. They shall communicate to the Commission the text of those provisions without delay.
Amendment 49 #
2017/0015(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b a (new)
Article 1 – paragraph 1 – point 2 – point b a (new)
Directive 2003/59/EC
Article 2 – point g a (new)
Article 2 – point g a (new)
(ba) the following point (ga) is added: (ga) vehicles operating within a radius of 100 kilometres of their base, provided that driving the vehicle is not the driver's principal activity;
Amendment 62 #
2017/0015(COD)
Proposal for a directive
Article 2 – paragraph 1 – point 1 – point b a (new)
Article 2 – paragraph 1 – point 1 – point b a (new)
Directive 2006/126/EC
Article 4 – paragraph 4 – point h
Article 4 – paragraph 4 – point h
(b a) point (h) is amended as follows: " Category D1: motor vehicles designed and constructed for the carriage of no more than 22 passengers in addition to the driver and with a maximum length not exceeding 8 m; motor vehicles in this category may be combined with a trailer having a maximum authorised mass not exceeding 750 kg; "
Amendment 9 #
2016/2908(RSP)
Paragraph 4 a (new)
4a. Calls on the Commission to report back to the Parliament no later than one year after adoption of the final report of the Committee of Inquiry on the follow-up actions taken by the Commission and Member States on the conclusions and recommendations of the Committee of Inquiry;
Amendment 12 #
2016/2908(RSP)
Paragraph 5 a (new)
5a. To this end, calls on the Commission to change its internal structure and amend its division of responsibilities so that all legislative responsibilities currently held by DG GROW in the area of vehicle emissions are transferred to the responsibility of DG ENV.
Amendment 16 #
2016/2908(RSP)
Paragraph 6
6. Calls on the Commission to ensure that there are adequate human resources and, technical expertise and the appropriate level of autonomy in the JRC, including measures to keep relevant experience with vehicle and emissions technology and vehicle testing in the organisation; notes that the JRC may have additional verification responsibilities for requirements in the context of the proposal for a new market surveillance and type approval regulation;
Amendment 19 #
2016/2908(RSP)
Paragraph 8
8. Calls for the swift adoption, implementation and application of the 3rd and 4th real driving emissions (RDE) packages to complete the regulatory framework for the new type-approval procedure; recalls that, in order for RDE tests to be effective in reducing the discrepancies between the NOx emissions measured in the laboratory and on the road, the specifications of the test and evaluation procedures should be set out very carefully and should cover athe widest possible range of driving conditions, including temperature, engine load, vehicle speed, altitude, type of road and other parameters commonlythat can be found when driving in the whole Union;
Amendment 22 #
2016/2908(RSP)
Paragraph 9
9. Urges the Commission to reviewse downwards in 2017 the conformity factor for RDE tests of NOx emissions, as provided for by the 2nd RDE package, so that it no longer exceeds the error margin of the PEMS equipment; calls on the Commission to use subsequent annual revisions to reduce the conformity factor further - in line with the technical progress and improvement of the accuracy of the PEMS equipment while taking into account the possibility to introduce an EU system for the approval of PEMS guaranteeing minimum levels of performance - to bring it as close to 1 as soon as possible and by 2021 at the latest;
Amendment 34 #
2016/2908(RSP)
Paragraph 11
11. Calls on the Commission to continue its work on improving Portable Emission Measurement System (PEMS) measurements for particulate matter with a viewperformance in order to improvinge their accuracy and the technological abilityreduce their error margin; considers that for particulate matter PEMS technology should be able to account for particles whose size is smaller than 23 nanometres and that are the most dangerous to public health;
Amendment 38 #
2016/2908(RSP)
Paragraph 13
13. Urges the Member States to ensure more transparency in access to documents of the Technical Committee on Motor Vehicles (TCMV) meetings for their national parliaments;and all technical meetings that are linked to its work for their national parliaments; to this end, calls on the Commission and Member States to publish and make public, without exception, all minutes and positions submitted to and discussed in the Technical Committee on Motor Vehicles (TCMV).
Amendment 41 #
2016/2908(RSP)
Paragraph 14
14. Considers that although the RDE procedure will minimise the risk of defeat device use, it will not completely prevent recourse to illegal practices; recommends therefore that, in line with the approach of the US authorities, a degree of unpredictability is built into the type- approval testing and random tests are conducted on cars in-use and on the road in order to prevent any outstanding loopholes from being exploited; and to ensure compliance throughout the lifecycle of a vehicle; to this end recommends the performance of tests with variations in parameters such as inter alia ambient temperatures, speed patterns, vehicle load and duration of the test in order to detect irrational emission behaviour and allow type approval authorities and testing services to conduct random off-cycle additional tests as they see necessary;
Amendment 46 #
2016/2908(RSP)
Paragraph 14 a (new)
14a. Notes with concern that the official testing of CO2 emissions and fuel consumption of vehicles will still be limited to a laboratory test procedure (WLTP), which means that the illegal use of defeat devices remains possible and can stay undetected; urges the Commission and the Member States to establish remote fleet monitoring schemes - making use of roadside remote sensing equipment and/or on-board sensors - to screen the environmental performance of the in- service fleet and to detect possible illegal practices that might lead to continued discrepancies between the performance on paper and in the real world;
Amendment 48 #
2016/2908(RSP)
Paragraph 16
16. Calls on the Commission to analyse why the JRC’'s research findings and concerns discussed among the Commission’'s services with regard to possible illegal practices by manufacturers never reached the higher levels of the hierarchy; calls on the Commission to report its conclusions to Parliament;
Amendment 49 #
2016/2908(RSP)
Paragraph 16 a (new)
16a. Calls on the Commission to mandate the JRC to further investigate, together with the national authorities and independent research institutes, the suspicious emission behaviour observed on several cars in August 2016;
Amendment 60 #
2016/2908(RSP)
Paragraph 18
18. Calls on the Commission to strictly monitor the enforcement by Member States of the exemptions to the use of defeat devices and to issue interpretative guidelines; demands such guidelines to apply retroactively to cars already in use; calls on the Commission to launch infringements procedures if it deems them necessary;
Amendment 61 #
2016/2908(RSP)
Paragraph 18 a (new)
18a. Considers that the results of the OLAF investigation and of any further internal investigation of the EIB on whether EU money was used to support RDI investments affected by the defeat devices that were installed on certain Volkswagen diesel engines shall be made publicly available; calls on OLAF and the EIB to share and make public such results with the Commission and the Parliament; asks the Commission, the EU Agencies and the EIB in particular, in case of a proven misuse of public funds, to suspend any upcoming disbursement and to recover the entire amount that was granted for the implementation of the projects; believes that the recovered amount should be used to compensate EU consumers affected by the Volkswagen scandal.
Amendment 64 #
2016/2908(RSP)
Paragraph 19
19. Calls for the swift adoption of the proposal for a Regulation on the approval and market surveillance of motor vehicles and their trailers (2016/0014(COD)), to enter into force no later than 2020, replacing the current framework directive on type-approval; considers the preservation of the level of ambition of the original Commission proposal, in particular as regards the introduction of EU oversight of the system, to bestrongly deplores all efforts to weaken the draft Commission proposal and to delay the process in the Council; considers the requirements foreseen in the original Commission proposal as the bare minimum objecti; believes to be achieved durihat these requirements should be preserved and possibly streng the interinstitutional negotiationsned while all attempts to dilute them should be rejected, in particular as regards the introduction of EU oversight onf the dossiersystem;
Amendment 67 #
2016/2908(RSP)
Paragraph 19 a (new)
19a. Calls for the creation of a European Agency for Market Surveillance of Road Transport, that would be in charge of market surveillance activities, coordinate the work of national market surveillance authorities, and have the final say in case of disagreements between them; suggests that the Agency should have the power to organise European-wide recall programs and to withdraw type-approval when appropriate; additionally, that the Agency should initiate a test or inspection following a submission of third party test verification results that show evidence of suspicious emission behaviour and that besides market surveillance, it should perform audits on national type approval authorities;
Amendment 76 #
2016/2908(RSP)
Paragraph 21
21. Believes that the new framework for EU type-approval should empower the new Agency, or other EU body created for that purpose, or failing that, the Commission to verify type approvals by retesting vehicles, using a wide range of tests, and to initiate corrective measures where necessary including mandatory recalls and fines; believes that the new Regulation must foresee that such corrective measures might include compensation to consumers if the original vehicles' performance was altered following any remedial action taken, as well as financial compensation for any negative external impacts (such as on air quality, public health, etc.);
Amendment 78 #
2016/2908(RSP)
Paragraph 21 a (new)
21a. Believes that there should be a clear legal and administrative separation of responsibilities and tasks between type approval authorities, testing services and manufacturers: the type-approval authorities should not perform any activities that technical services perform and there should be a strict separation between them in terms of financing, organisation and human resources in order to avoid any possible conflict of interest; additionally believes that the type-approval authorities and national market surveillance authorities should not provide consultancy services on a commercial or competitive basis.;
Amendment 93 #
2016/2908(RSP)
Paragraph 24
24. Points out the need for systematic enforcement of conformity of production and in-use conformity of vehicles by the national authorities responsible, further coordinated and supervised at EU level; believes that the conformity of production and in-use conformity testing should be done by a technical service different from the one responsible for the type-approval of the car in question and that in-house technical services should be excluded from performing the emissions test for type approval purposes; urges the Member States to clarify once and for all which authority is in charge of market surveillance in their territory, to ensure this authority is aware of its responsibilities, and to notify the Commission accordingly;
Amendment 96 #
2016/2908(RSP)
Paragraph 25
25. Calls onfor the Commission and the co-legislators to consider also introducing testing withswift adoption, implementation and application of the 4th RDE package, regulating the use of PEMS for in-service conformity checks, at least as a screening device, and and for third party testing; calls on the Commission and the co-legislators to introduce a mandate for the JRCAgency to conduct in-service conformity checks with PEMS in the context of the new type- approval framework;
Amendment 98 #
2016/2908(RSP)
Paragraph 25 a (new)
25a. Calls on the co-legislators to establish in the upcoming Regulation on the approval and market surveillance of motor vehicles, an EU-wide remote sensing network to monitor the real world emissions of the car fleet and to identify excessively polluting vehicles in order to target in-service conformity checks and to trace cars that might be illegally modified with hardware (e.g. EGR switch-off plates, DPF or SCR removal) or software (illegal chip tuning) modifications;
Amendment 99 #
2016/2908(RSP)
Paragraph 25 b (new)
25b. Calls on the Commission to make use of its delegated powers foreseen in Article 17 of Directive 2014/45/EU on periodic roadworthiness tests for motor vehicles and their trailers, to update the test methods for the periodic technical inspection of cars in order to measure the NOx emissions of cars, at least for these cars identified as highly polluting by remote sensing schemes;
Amendment 106 #
2016/2908(RSP)
Paragraph 27
27. Calls on the Commission and the Member States to assess the US practice of random off- production-line and in-service testing and to draw the necessary conclusions with regard to improving their market surveillance activities;
Amendment 120 #
2016/2908(RSP)
Paragraph 28
28. Calls for stricter and more effective enforcement of vehicle emission measurement rules in the EU; considers that only stronger oversight at EU level can ensure that the EU law on emissions is properly enforced; proposes that the governance structure on car emissions be reformed without delay and brought into line with the other transport sectors by establishing the Agency; notes that the Agency could benefit from the experience gained in the railway sector, regarding conformity checks and coordination of national authorities;
Amendment 125 #
2016/2908(RSP)
Paragraph 30
30. Urges the Commission to launch infringement procedures against Member States that have not put in place effective market surveillance and national system of penalties for infringements of EU law as required by the existing legislation;
Amendment 128 #
2016/2908(RSP)
Paragraph 31
31. Suggests that the Commission should be empowered to impose effective, proportionate and dissuasive administrative fines and to command remedial and corrective actions where non-compliance of vehicles is established; considers that the possible sanctions should include type-approval withdrawal and the establishment of EU-wide recall programmes;
Amendment 134 #
2016/2908(RSP)
Paragraph 33
33. Calls on the Member States to apply more vigorous measures in the wake of the emissions cheating scandal; calls on the Member States to apply the available sanctions, where relevantand their type approval authorities to examine the information on base and auxiliary emission control strategies - to be disclosed by the car manufactures - for already type-approved Euro 5 and Euro 6 cars displaying irrational emissions behaviour observed in testing programs, and to check their conformity with the Commission's interpretation guidelines on the defeat device provisions; calls on the Member States to apply the available sanctions in case of non-conformity, including mandatory recall programmes and the withdrawal of type-approvals; calls on the Commission to ensure a coordinated approach on recall programmes across the EU;
Amendment 143 #
2016/2908(RSP)
Paragraph 36 a (new)
Amendment 146 #
2016/2908(RSP)
Paragraph 36 b (new)
36b. Calls on the European Commission to verify and oversee the impact of the recall programmes, already in place in many Member states, and to ensure that the recalled cars conform to the legal requirements set out in the EU legislation.
Amendment 149 #
2016/2908(RSP)
Paragraph 36 c (new)
36c. Calls on the Commission to review the existing rules on consumer protection in order to create consistent standards across the Union and the possibility for class action against fraudulent companies; urges the European Commission to review all relevant EU legislation in order to support the establishment of a common compensation scheme and proper rules to compensate European consumers;
Amendment 150 #
2016/2908(RSP)
Paragraph 36 d (new)
36d. Calls on the Commission and the Member States to assess the effectiveness of current Low Emission Zones in cities - taking into account the failure of Euro standards for light duty vehicles to reflect real world emissions, and to examine the benefit of introducing a label or standard for Ultra Low Emission Vehicles that meet the emission limit values in real driving conditions;
Amendment 152 #
2016/2908(RSP)
Paragraph 36 e (new)
36e. Calls on the Commission and the co-legislators to follow a more integrated approach in their policies to improve the environmental performance of cars, in order to ensure progress on both the decarbonisation and air quality objectives, such as by fostering the electrification or transition to alternative motorisations of the car fleet;
Amendment 153 #
2016/2908(RSP)
Paragraph 36 f (new)
36 f. Calls on the Commission, to that end, to review the Clean Power for Transport Directive and to come forward with a Draft Regulation on CO2 standards for the car fleets coming onto the market from 2025 onwards, with the inclusion of Zero Emission Vehicles (ZEV) and Ultra Low Emission Vehicles (ULEV) mandates that impose a stepwise increasing share of zero and ultra-low emission vehicles in the total fleet with the aim to phase out new CO2-emitting cars by 2035;
Amendment 154 #
2016/2908(RSP)
Paragraph 36 g (new)
36g. Calls on the Commission and the Member States to foster green public procurement policies, purchasing ZEVs and ULEVs by public authorities for their own fleets or for (semi-)public car sharing programs;
Amendment 155 #
2016/2908(RSP)
Paragraph 36 h (new)
36 h. Calls on the Commission to review the emissions limits set out in Annex I of Regulation (EC) No 715/2007 with a view to improving air quality in the Union and to achieving the Union ambient air quality limits as well as the WHO recommended levels, and come forward by 2025 at the latest with proposals, as appropriate, for new technology-neutral Euro 7 emission limits applicable for all M1 and N1 vehicles placed on the Union market;
Amendment 157 #
2016/2908(RSP)
Paragraph 36 j (new)
36 j. Calls on the Commission to work with the Member States to ensure that no worker from the automotive sector should suffer from the emissions scandal; to this end, Member States and car manufacturers should coordinate and promote vocational training plans to guarantee that workers, whose employment situation has been negatively affected by the emission scandal, remain in employment in the future, for example in the field of alternative motorisations;
Amendment 164 #
2016/2908(RSP)
Paragraph 38 a (new)
38a. Considers that the final results and recommendations of the committee of inquiry could have been better aligned with the legislative work and timetable of the current proposal for a Regulation on the approval and market surveillance of motor vehicles and their trailers (2016/0014 (COD)) - which will replace and update the current directive on type- approval - in order to guarantee an effective sharing and full knowledge of the inquiry committee's findings and to be sure that the final conclusions and recommendations can be taken into account in the work of the legislative dossier, also at the initial stage of the internal negotiations in the Parliament;
Amendment 10 #
2016/2327(INI)
Motion for a resolution
Citation 21 b (new)
Citation 21 b (new)
– having regard to the European Parliament Recommendation to Council and Commission following the inquiry into emission measurements in the automotive sector, of 4 April 2017,
Amendment 27 #
2016/2327(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
Ba. whereas transports, and in particular road vehicles, are emitting Carbon Dioxide (CO2), which poses no direct threat to human health but is a greenhouse gas; Particulate Matter (PM), such as soot, which are a carcinogenic; and Nitrogen Oxides (NO and NO2 – collectively indicated as NOx), which cause irritation of the respiratory tract and acid rain and are ozone precursors;
Amendment 30 #
2016/2327(INI)
Motion for a resolution
Recital B b (new)
Recital B b (new)
Bb. whereas the reduction of the emissions of these pollutants into the atmosphere is on the one hand fundamental for ecosystem conservation and human health (PM and NOx), and on the other hand an important factor for mitigating climate change (CO2), and is required by EU law, and whereas air pollution is the single largest environmental health risk in Europe and results in a substantial public health burden and premature deaths (the transport sector, in particular, is the largest contributor to NOx emissions, accounting for 46 % of total EU NOx emissions in 2014);
Amendment 60 #
2016/2327(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Calls on the Commission to come forward with a 2025mbitious targets for cars (in the range of 68-78 gr CO2/km) and vans (in the range of 105-120 gr CO2/km) to2030, which should be calculated based on the new Worldwide harmonized Light vehicles Test Procedures (WLTP) and should be substantially below the limit values which have applied to date;
Amendment 71 #
2016/2327(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Invites the Commission to present an update of the 2011 White Paper on transport based on the report 2015/2005 (INI) of the European Parliament adopted 09 September 2015 entitled “Implementation of the 2011 White Paper on transport: taking stock and the way forward towards sustainable mobility” which accounts for current and developing challenges in the transport sector, especially digitalisation, automatisation, connectivity, sustainability, social matters and clean energy for transport;
Amendment 74 #
2016/2327(INI)
Motion for a resolution
Paragraph 5 b (new)
Paragraph 5 b (new)
5b. Notes that low-emission mobility not only requires technical solutions but also behavioural change of transport users; Key to enable a majority of citizens to switching to more sustainable modes of transport is an affordable, well-developed and multimodal public transport system that covers urban nodes and connects with rural areas;
Amendment 85 #
2016/2327(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Commission to introduce and improve CO2 standards respecting the principle of technology neutrality for all road transport as a matter of urgency; points out that cost-effective vehicle standards probably represent the most effective measure for improving energy efficiency in the EU in the period up to 2030;
Amendment 91 #
2016/2327(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Points out that the completion of the internal transport market would improve resource efficiency and reduce emissions; its completion can however only be reached while also tackling “social dumping” in the transport sector through clear and enforceable rules and their uniform application;
Amendment 92 #
2016/2327(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Calls on the Commission to adopt an ambitious mandate for the market uptake of electric vehicles and other low and zero emission vehicles and calls for a long-term European initiative on next generation batteries in this regard;
Amendment 115 #
2016/2327(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Considers that clearer price signals to reflect better the polluter-pays and user- pays principles are essential in ensuring fairness and a level-playing field for different transport modes in Europe, and that in this view, favourable taxation schemes of fossil fuels should no longer be applied;
Amendment 134 #
2016/2327(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Welcomes the Commission’s efforts at developing standards for inter- operable electronic tolling systems in the EU and the forthcoming revision of the Eurovignette Directive, which should include distance-based charging and differentiation on the basis of carbon dioxide and other pollutant emissions; calls for the extension of distance-based charging to cover all passenger cars and vans, and for the principle to be extended to urban areas;
Amendment 165 #
2016/2327(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Considers that autonomous vehicles can be an important asset in improving the efficiency of transport; insists, however, thatindividual and commercial transport; to enhance sustainability gains autonomous vehicles should be electriclow- or zero-emission vehicles, shared, and include smart measures to mitigate increasing use;
Amendment 169 #
2016/2327(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Considers that autonomous and connected vehicles can be an important asset in improving the efficiency of transport; insists, however, that autonomous vehicles should be electric, shared, and include smart measures to mitigate increasing use;
Amendment 180 #
2016/2327(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Supports initiatives on mobility management for achieving more efficient and environmentally friendly intermodal and co-modal transport services and smart mobility, which can be key to promoting the shift from car ownership to mobility as a service and towards public transport;
Amendment 184 #
2016/2327(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Notes that urban freight vehicles contribute disproportionately to air and noise pollution and have a negative impact on congestion; therefore calls for better optimization of the supply chain in urban areas; calls on the commission to encourage the use of zero-emission light- duty commercial vehicles, zero-emissions buses, waste trucks, taxis and freight bicycles in last mile logistics;
Amendment 195 #
2016/2327(INI)
Motion for a resolution
Paragraph 13 b (new)
Paragraph 13 b (new)
13b. Asks the Commission to develop a comprehensive political strategy to cope with systemic changes that the paradigm of “mobility as a service” will have on consumers, workforce and industry; especially in the context of an ongoing digitalisation and automatisation of the transport sector;
Amendment 198 #
2016/2327(INI)
Motion for a resolution
Paragraph 13 a (new)
Paragraph 13 a (new)
13a. Stresses that public transport has a vast potential to reduce traffic volume and its related emissions and calls on the European Commission to foster digitalisation and connectivity of public transport systems in order to remove barriers between transport modes and systems and to incentivise their use;
Amendment 201 #
2016/2327(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Welcomes efforts to ensure comprehensive and interoperable infrastructure for electric vehicle chargingCalls on the Commission to adopt an ambitious mandate for the market uptake of electric vehicles; in this regard calls for a long-term European initiative on next generation batteries as well as for the development of the necessary infrastructure that also encourages social fair and sustainable production standards of low-emission energy and vehicles;
Amendment 211 #
2016/2327(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Calls on the Commission to swiftly present its evaluation on the implementation of the directive on the deployment of alternative fuels infrastructure1a by Member States and to take action on those Member States who have not yet presented a national strategy; __________________ 1aDIRECTIVE 2014/94/EU OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 22 October 2014 on the deployment of alternative fuels infrastructure
Amendment 215 #
2016/2327(INI)
Motion for a resolution
Paragraph 14 b (new)
Paragraph 14 b (new)
14b. Encourages the Commission to promote further development of infrastructure for other low and zero emissions technologies such as green hydrogen, synthetic fuels or power to gas;
Amendment 221 #
2016/2327(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Considers that an obligation for fuel suppliers to reduce the greenhouse gas (GHG) emissions of energy supplied through renewable electricity, sustainable advanced biofuels or, hydrogen, synthetic fuels, or any other energy form to power transport would be the most effective approach for reducing the climate impact of road transport;
Amendment 225 #
2016/2327(INI)
Draft opinion
Paragraph 14
Paragraph 14
14. Calls for more stringent limits than those proposed in the recast of the Renewable Energy Directive in order to phase down first generation biofuelsbiofuels with low GHG- efficiency by 2030 and achieve long-term decarbonisation of the transport sector;
Amendment 245 #
2016/2327(INI)
Motion for a resolution
Paragraph 17 a (new)
Paragraph 17 a (new)
17a. Notes that the EU approach to sustainable energy should be technology neutral and the goal of EU sustainability policies should focus on reducing climate- and health-damaging emissions
Amendment 248 #
2016/2327(INI)
Draft opinion
Paragraph 17
Paragraph 17
Amendment 249 #
2016/2327(INI)
Motion for a resolution
Paragraph 17 b (new)
Paragraph 17 b (new)
17b. welcomes the support in Horizon 2020 for Research, Development and Innovation in the matters of clean transports and sustainable energy, and asks for this support to be pursued in the next MFF ;
Amendment 252 #
2016/2327(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Urges the Commission and the Member States to limitencourage the financing of transport initiatives that contribute to climate action, sustainability of transport and/or public health in their future investment policies and tools like the European Fund for Strategic Investments (EFSI), Trans- European Transport network (TEN-T), Connecting Europe Facility (CEF) and Multiannual Financial Framework (MFF) financing to initiatives that contribute to climate action; . Notes that the general objectives of the Connecting Europe Facility are to address missing links, to contribute to projects with a European added value, as well as to support projects with significant societal benefits.
Amendment 305 #
2016/2327(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Calls on the Commission to include the transport needs of citizens in rural and remote areas into strategies for low emission mobility;
Amendment 306 #
2016/2327(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Encourages all public entities to incorporate sustainability criteria in public procurement.
Amendment 349 #
2016/2327(INI)
Motion for a resolution
Paragraph 24 a (new)
Paragraph 24 a (new)
24a. considers that road pollution control, at the EU level, necessitates a strong and reliable EU oversight and system of controls, which should involve the establishment of a European Vehicles Surveillance Agency, in order to address the failures and legal loopholes identified in the aftermath of Dieselgate;
Amendment 369 #
2016/2327(INI)
Motion for a resolution
Paragraph 25 a (new)
Paragraph 25 a (new)
25a. considers that the growing use of clean engines for heavy duty vehicles, for instance electric or LNG powered, should be supported and that it requires important and strategic infrastructure investments ;
Amendment 403 #
2016/2327(INI)
Motion for a resolution
Paragraph 27 a (new)
Paragraph 27 a (new)
27a. Calls on the Commission to examine the disadvantages of passenger rail transport (e.g. through taxation, track charging, direct and indirect subsidies) compared to other modes of transport and to establish a level playing field;
Amendment 254 #
2016/2222(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Calls on the Commission to push for the use of palm oil as a component of biodiesel and other fuels to be phased out by 2020 at the latest and to take account of all the CO2 emissions generated by the production, processing and transport of palm oil;
Amendment 9 #
2016/2215(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Available eEmission control technologies (ECTs) available at the time of adoption of the Euro 5 and 6 NOx emission limits, when properly applied, already allowed diesel cars to meet the Euro 5 NOx emission limit of 180 mg/km and the Euro 6 NOx emission limit of 80 mg/km by the date of their respective entry into force, in real world conditions and not only in laboratory tests.
Amendment 13 #
2016/2215(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. There are large discrepancies between the NOx emissions of most Euro 3-6 diesel cars measured during the type- approval process with the New European Driving Cycle (NEDC) laboratory test, which meet the legal limit, and their NOx emissions measured in real driving conditions, which substantially exceed the limit. Those discrepancies affect most the vast majority of diesel cars and are not limited to the Volkswagen vehicles equipped with prohibited defeat devices. These discrepancies contribute, to a large extent, to infringements by several Member States of Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008 on ambient air quality and cleaner air for Europe.
Amendment 16 #
2016/2215(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. The existence of the discrepancies, and their significant negative impact on attaining air quality objectives, in particular with regard to urban areas, had been known to the Commission, to the responsible authorities of the Member States and to many other stakeholders since at least 2004-2005 when the Euro 5/6 Regulation was being prepared. The discrepancies have been confirmed by a large number of studies by the Joint Research Centre (JRC) since 2010-2011 and other researchers since 2010-201104.
Amendment 18 #
2016/2215(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3 a. Although less so than for NOx emissions, there are also significant differences in the measured values of CO2 emissions and fuel consumption between laboratory tests and tests on the road;
Amendment 21 #
2016/2215(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Before September 2015, the discrepancies were generally attributed to the inadequacy of the NEDC laboratory test, which is not representative of real world emissions, and to the optimisation strategies put in place by car manufacturers to pass the laboratory test, not to the use of prohibited defeat devices, although in 2013 a study conducted by the JRC discussed the possible use of defeat devices similar to those later discovered in Volkswagen vehicles. Evidence gathered by the committee suggested that car manufacturers are deliberately calibrating ECTs in their cars so that their effectiveness is reduced outside of the boundary conditions of the NEDC test.
Amendment 22 #
2016/2215(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. The mandate forRather than waiting for a new, more realistic and certified test procedure, the co-legislators decided to continue with the development of the Euro 5/6 legislation in 2007, while at the same time giving a mandate to the Commission to keep the test cycles under review, and revise them if necessary to adequately reflect the emissions generated by real driving on the road, included by the legislators in 2007, . This resulted in the development and introduction of real driving emission (RDE) testing with Portable Emission Measurement Systems (PEMS) into the EU type-approval procedure as of 2017, while introducing at the same time the notion of a conformity factor (CF), which, in practice, weakens the emission standards currently in force.
Amendment 24 #
2016/2215(INI)
5 a. At the same time, the development of a new, more realistic, laboratory test procedure, the so called Worldwide Harmonized Light vehicles Test Procedure (WLTP), that is due to replace the obsolete NEDC, took an extremely long time, and the test will be mandatory as part of the type approval process of all new vehicle types from 1 September 2017 onwards and for all new vehicles one year later. The WLTP has been chosen by the Commission and Member States as the test procedure for CO2 emissions, other pollutant emissions and fuel consumption measurements for the purpose of type approval.
Amendment 25 #
2016/2215(INI)
Motion for a resolution
Paragraph 5 b (new)
Paragraph 5 b (new)
5 b. From the evidence gathered and from internal exchanges of emails in the Commission, it is clear that vehicle manufacturers strongly resisted the introduction of PEMS at any stage of type approval and delayed the work of the RDE-LDV working group, insisting on the application of the random laboratory cycle as an "easier procedure" for emission compliance, leaving the door open for possible cycle-beating.
Amendment 28 #
2016/2215(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. The excessive length of the process leading to the introduction of regulatory RDE tests cannot be explained only in partsufficiently explained by the complexity of the development of a new test procedure, the time needed for the technological development of PEMS, and the length of the decision-making and administrative processes at the EU level. The delays were also due to choices of political priorities, such asand constant pressure from the industry, that put the focus of the Commission and the Member States on avoiding burdens on industry in the aftermath of the 2008 financial crisis.
Amendment 32 #
2016/2215(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6 a. It is debatable, as confirmed by several experts, whether there is a need to include any conformity factor in the RDE procedure, given that they remain in clear contradiction with the results of several independent tests carried out on Euro 6 cars, which showed NOx conformity factors below the value of 1.5 or even much lower than 1 are already achievable. Moreover, conformity factors are not justifiable from a technical perspective and do not reflect an obvious need to develop new technology, but rather allow the ongoing use of technology with less efficiency, while efficient technology is present on the market but has low penetration levels for economic reasons today.
Amendment 34 #
2016/2215(INI)
Motion for a resolution
Paragraph 6 b (new)
Paragraph 6 b (new)
6 b. The introduction and application of conformity factors at the agreed levels could be considered a de facto blanket derogation from the applicable emissions limits for a considerable amount of time and thus run counter to the aims and objectives of the basic Regulation (EC) No 715/2007 given that the established conformity factors did not only reflect the measurement uncertainty of PEMS, but have been adapted further to the demands for more leniency by Member States and car manufacturers, without technical justification.
Amendment 43 #
2016/2215(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. The analysis of the minutes of the RDE-LDV working group and of the Technical Committee on Motor Vehicles (TCMV) shows that some Member States, including in particular France, Italy and Spain, acted on several occasions to delay the adoption process of the RDE tests and to favour less stringent testing methods. In addition, several Member States (Italy, Spain, France, Slovak Republic, Romania, and Hungary), prevented the formation of a qualified majority in the TCMV, resulting in a postponement of the vote on the first RDE package, and therefore a delay of the whole RDE process, that is still not completed today, but was initially foreseen to be applicable for compliance purposes as of the date of introduction of the Euro 6 emission limits (2014 for new type-approvals and 2015 for all new vehicles). As a result of lobbying from certain Member States for a higher value of conformity factor, new car models will have to respect the NTE Euro 6 emission standards, already agreed by the co-legislators in 2007, not before 2020. This is six years later than originally planned and three years later than the already once delayed timing the European Commission proposed in its CARS 2020 Communication of 8/11/2012 (COM(2012) 636).
Amendment 46 #
2016/2215(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8 a. The analysis of minutes of the TCMV meetings shows that many Member States (Italy, Spain, France, Slovak Republic, Romania, Hungary, Czech Republic, Bulgaria, Poland, United Kingdom and Austria), strongly opposed the more ambitious Commission proposal for conformity factors for NOx limits, and instead settled for higher conformity factor values corresponding to weaker environmental objectives. Some Member States presented a different position to the public and to the participants of the TCMV.
Amendment 50 #
2016/2215(INI)
Motion for a resolution
Paragraph 9 a (new)
Paragraph 9 a (new)
9 a. Despite the issue of pollutant emissions from vehicles being not only a highly sensitive and political issue, but also a subject of high concern to the EU citizens, the Commission did not make any attempts to advance the decision- making process by making use of the possibility envisaged in the Regulatory Procedure with Scrutiny to bring forward the proposal to the level of the Council to increase political awareness and to exercise additional pressure on obstructing Member States. The Commission's failure to act in a timely manner on its responsibility to keep the test procedure under review and to revise it to reflect real world conditions constitutes maladministration.
Amendment 56 #
2016/2215(INI)
Motion for a resolution
Paragraph 10 b (new)
Paragraph 10 b (new)
10 b. The CARS 2020 proposal, explicitly delayed necessary emissions regulations in order to protect the car industry from 'regulatory burden' in the aftermath of the economic and financial crisis. Ensuring compliance with existing EU emissions standards was superseded by the economic concerns of an industrial sector.
Amendment 60 #
2016/2215(INI)
Motion for a resolution
Paragraph 11 a (new)
Paragraph 11 a (new)
11 a. The issue of pollution and its effects on public health and the environment was not given sufficient attention by the Commission's competent Industry DG (DG ENTR, subsequently DG GROW) despite calls for more action by the Commission's Environment DG (DG ENV) and it's likely that the relevant emissions legislation and its enforcement in the Union would be have been more robust if DG ENV was responsible. In a reply to a DG ENTR Interservice Consultation dated 16 November 2005 on the proposal for a Euro 5 emission limit, DG ENV gave a suspended opinion arguing that that it was justified to push for a lower NOx limit for diesel cars because standards elsewhere in the world were much more demanding than the proposed 200mg/km and that EU car makers were demonstrating their technical and economic capacity to comply with the much stricter NOx standard in the United States of 44mg/km.
Amendment 61 #
2016/2215(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11 b. More pro-active involvement of DG ENV in the development of emissions legislation by bringing it forward to the level of the College of Commissioners could have contributed to more robust emissions legislation.
Amendment 64 #
2016/2215(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Over half of the RDE-LDV working group participants consisted of experts from car manufacturers and other automotive industries. This can inter alia be attributed to the lack of sufficient technical expertise in the Commission departments. While the Commission consulted a wide range of stakeholders and ensured open access to the RDE-LDV group, it should have taken further steps to “"as far as possible, ensure a balanced representation of relevant stakeholders, including NGOs, consumers associations and civil society, taking into account the specific tasks of the expert group and the type of expertise required”", as required by the horizontal rules for Commission expert groups of 10 November 2010.
Amendment 65 #
2016/2215(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12 a. The Commission should have acted to mitigate the central role played by the overrepresented industry representatives in the work of the RDE- LDV working group, who constantly delayed its work by re-opening topics that were considered clarified or even decided upon.
Amendment 71 #
2016/2215(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Defeat devices were generally not considered among the possible reasons behind the discrepancies between laboratory and on-road NOx emissions and it was not generally suspected that they could be in actual use in any passenger car produced in the EU before the Volkswagen revelations in September 2015, despite the fact that such devices were found in the US in light-duty vehicles in 1995 and in heavy-duty vehicles in 1998.
Amendment 78 #
2016/2215(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. The scope and provisions of the ban on defeat devices has never been disputed by anyone. No Member State or car manufacturer ever questioned or asked for clarification on the provisions on defeat devices, including the implementation of the ban, until the Volkswagen case.
Amendment 83 #
2016/2215(INI)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Some emission control strategies applied by car manufacturers point towards the possible use of prohibited defeat devices. For instance, some manufacturers decrease the effectiveness of ECTs outside specific “"thermal windows”" close to the temperature range prescribed by the NEDC test, but which are not justifiable byaccording to the technical limitations of the ECTs. Others modulate ECTs to decrease their efficiency after a certain time from the start of the engine, close to the duration of the test, has elapsed. Moreover, in many cases, emissions measured on a test cycle after a certain period following engine start are unjustifiably higher, given the technical functionality of ECTs, than on the same cycle with measurements done immediately after engine start.
Amendment 87 #
2016/2215(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16 a. Following the Volkswagen scandal, some car manufacturers have adjusted their thermal windows to allow their existing emissions control technologies to operate within a much broader temperature range.
Amendment 88 #
2016/2215(INI)
Motion for a resolution
Paragraph 16 b (new)
Paragraph 16 b (new)
16 b. The evidence gathered confirmed that car manufacturers - who are responsible for ensuring that no prohibited defeat device is used in their vehicles - interpret the rules established in Article 5(2) of Regulation (EC) No 715/2007 in such a way that they are optimising their vehicles in order to simply pass the test cycle and comply with the letter of the law, but not necessarily the spirit. At the same time, the car manufacturers clearly disregarded the provisions set in Article 5(1) of the above- mentioned Regulation, obliging them to equip their vehicles so that the components likely to affect emissions are designed, constructed and assembled so as to enable the vehicle, in normal use, to comply with the Regulation and its implementing measures.
Amendment 89 #
2016/2215(INI)
Motion for a resolution
Paragraph 16 b (new)
Paragraph 16 b (new)
16 b. Optimisation strategies that reduce the effectiveness of ECTs can be attributed to commercial choices made by the car manufacturer to achieve different objectives, such as reducing fuel consumption, increasing user convenience, reducing costs by using cheaper parts or addressing design constraints. These objectives are not covered by the exemptions on the prohibition on the use of defeat devices.
Amendment 90 #
2016/2215(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. No authority searched for defeat devices or proved the illegal use of defeat devices before September 2015. No Member State authority or technical service performed any tests other than the NEDC, that has to be used in the scope of type-approval, which in itself cannot point to the use of a defeat device. While an alternative test in itself may not necessarily identify the use of a defeat device, the use of tests other than the NEDC could indicate suspicious emission behaviour and prompt the need for further investigation. Alternative tests have always been a possibility but have never been used. The vast majority of car manufacturers present on the EU market declared that they use the derogations to the ban on defeat devices foreseen in Article 5(2) of Regulation (EC) No 715/2007. The legality of the use of the derogations is subject to ongoing investigations and court cases.
Amendment 93 #
2016/2215(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Unlike in the case of heavy-duty vehicles, car manufacturers were not required to disclose or justify their emission strategies. Without such an obligationOnly Article 3(9) of the Commission implementing Regulation (EC) No 692/2008 asks manufacturers, when applying for type-approval, to "provide the approval authority with information on the operating strategy of the exhaust gas recirculation system (EGR), including its functioning at low temperatures". Apparently this information was never used by national type approval authorities to check whether switching off or modulating emission abatement technologies is in line with the provisions on defeat devices. Without an obligation to disclose the complete base and auxiliary emission strategies, which change the base strategies for a specific purpose and in response to a specific set of operating conditions, identifying with certainty a defeat device implemented in software by reverse engineering is a lengthy and burdensome operation with no guarantee of success. Even with RDE tests, the risk that defeat strategies are used cannot be completely excluded in the future.
Amendment 96 #
2016/2215(INI)
Motion for a resolution
Paragraph 18 a (new)
Paragraph 18 a (new)
18 a. There is no consistent application of EU law in the 28 Member States, thus creating uncertainty in the interpretation of legal provisions and undermining the single market.
Amendment 103 #
2016/2215(INI)
Motion for a resolution
Paragraph 19
Paragraph 19
19. Member States contravened their legal obligation to monitor and enforce the ban on defeat devices set out in Article 5(2) of Regulation (EC) No 715/2007. None of them, and in particular Member States whose national type approval authority type-approved the Volkswagen vehicles equipped with illegal software, found the defeat devices installed in the Volkswagen vehicles. Moreover, according to our investigations, most Member States, and at least Germany, France, Italy and Luxembourg, had evidence that irrational emission control strategies, based on conditions similar to the NEDC test cycle (temperature, duration, speed), were used in order to pass the type-approval test cycle. Ongoing investigations and court cases at national level will decide if emission control strategies used by car manufacturers constitute an illegal use of defeat devices or a lawful application of the derogations.
Amendment 114 #
2016/2215(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. The Commission had no legal basis to search for defeat devices itself, but had the legal obligation to oversee the Member States’' enforcement of the ban on defeat devices. However, in spite of the awareness of, and communication between the relevant Commission services on, possible illegal practices by manufacturers, the Commission neither undertook any further technical or legal research or investigation on its own nor requested any information or further action from the Member States to verify whether the law may have been infringed, although it had the legal right to do so. This is despite an internal request from the Director General of DG ENV to the Director General of the responsible DG ENTR in 2014 to investigate the possibility of emission abatement techniques that "go beyond what is allowed by the Euro 5/6 legislation", which was subsequently ignored by DG ENTR.
Amendment 119 #
2016/2215(INI)
Motion for a resolution
Paragraph 23 a (new)
Paragraph 23 a (new)
23 a. The Commission had to be aware of the likely use of defeat devices in practice, since its own Impact Assessment for the 2013 Clean Air Package clearly states that: "In addition to the intrinsic weakness of the NEDC, some vehicles seem to be designed to respect the limits only when tested on this cycle. Moreover, there is increasing evidence of illegal practices by some end users that defeat the anti-pollution systems to improve driving performance or save on the replacement of costly components" (footnote 39 of the Impact Assessment).
Amendment 120 #
2016/2215(INI)
Motion for a resolution
Paragraph 23 a (new)
Paragraph 23 a (new)
23 a. Moreover, research findings of the Commission's own science body, the Joint Research Centre, were pointing at the possible use of defeat devices and were seen by DG ENTR officials as "a clear case of hard cycle beating". The data of the Euro 5a diesel vehicle concerned was also part of a JRC report on eco- innovation, published in 2013, and in principle available to all Commission's officials.
Amendment 121 #
2016/2215(INI)
Motion for a resolution
Paragraph 23 b (new)
Paragraph 23 b (new)
23 b. Despite the clear indications of the possible illegal use of defeat devices, the Commission never made use of the provision under Regulation (EC) No 692/2008, which entitles it to request Member States' type approval authorities to provide information on the functioning of emission technology at low temperatures.
Amendment 122 #
2016/2215(INI)
Motion for a resolution
Paragraph 23 c (new)
Paragraph 23 c (new)
23 c. The Commission should have followed up on correspondence between the JRC and DG ENTR, DG ENV and DG CLIMA, discussing possible "strange" emission behaviour in 2008 and 2010. The justification for why no action was taken, due to a lack of any indication or clear evidence of the possible use of defeat devices by car manufacturers, is wrong, as indications were given in the correspondence, and constitute maladministration, as evidence cannot be found unless it is sought.
Amendment 124 #
2016/2215(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. The Commission should have ensured that the JRC’'s research findings and concerns discussed among the Commission services with regard to possible illegal practices by manufacturers reached the higher levels of the hierarchy. This constitutes maladministration.
Amendment 126 #
2016/2215(INI)
Motion for a resolution
Paragraph 24 a (new)
Paragraph 24 a (new)
24 a. The Commission should have shown more initiative and diligence as regards the possible use of illegal defeat devices by car manufacturers given the general suspicion and numerous indications thereof. The JRC should have received the mandate from the Commission to investigate whether the reported suspicious behaviours of certain vehicles have any illegal connotations.
Amendment 127 #
2016/2215(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. No specific EU oversight of vehicle type-approval is provided for in the current framework, and the rules are subject to a variety of interpretations across the Member States, partly on account of the absence of an effective system for exchanging information among type- approval authorities and technical services. To correct this shortcoming, several witnesses expressed views in favour of a new European agency dedicated to surveillance of motor vehicles, increased Commission oversight or extending the mandate of an existing agency.
Amendment 133 #
2016/2215(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. There is an evident lack of control after type-approval, which is partly due to the current rules and partly due to uncertainty as to which authority is in charge of market surveillance. Effective conformity of production, in-service and end-of-lifecycle conformity checks to uncover cases where production vehicles and vehicles in use do not conform to the type-approved vehicle are often not in place or verified only through documents instead of physical tests carried out in the presence of the authorities. despite the fact that technology allowing vehicles to be measured in real world conditions on a large scale, and without being damaged, already exists
Amendment 149 #
2016/2215(INI)
Motion for a resolution
Paragraph 34
Paragraph 34
34. The Member States’ failure to organise an efficient market surveillance system constitutes a contravention of EU law. The verification of the conformity of production and in-service conformity of light-duty vehicles is often based only on laboratory tests performed on the car manufacturers’ premises, even if current legislation does not prevent the use of different or additional tests.
Amendment 162 #
2016/2215(INI)
Motion for a resolution
Paragraph 38 a (new)
Paragraph 38 a (new)
38 a. One of the structural weaknesses of the current type-approval framework in Europe is that it is only the type-approval authority that granted a type-approval to a given vehicle that can effectively withdraw the certificate of conformity that was given to the vehicle concerned.
Amendment 166 #
2016/2215(INI)
Motion for a resolution
Paragraph 39 a (new)
Paragraph 39 a (new)
39 a. The European legal framework does not foresee the possibility to compensate consumers if corrective measures such as mandatory recalls imposed by type approval authorities have an adverse impact on the original vehicles' performance (such as its durability, fuel economy or engine performance).
Amendment 168 #
2016/2215(INI)
Motion for a resolution
Paragraph 40
Paragraph 40
40. TheVery few Member States were very reluctantwilling to share the results of their investigations and the technical test data with the Commission and this committee of inquiry.
Amendment 178 #
2016/2215(INI)
Motion for a resolution
Paragraph 43
Paragraph 43
43. Member States did not monitor and enforce appropriately the application of Regulation (EC) No 715/2007, notably in contravention of Article 5(1) on the obligation for manufacturers to design cars which comply with the regulation in , construct and assemble cars so as to enable them to comply with the regulation in normal use. Yet, a former rapporteur on emissions and type approval legislation made very clear that the Parliament never intended to restrict "normal use" to the narrow conditions under which cars are tested in the laboratory for type approval. He indicated that driving conditions as can be commonly found when driving on European roads (including differences in temperature, altitude, engine load, vehicle speed, etc.) were meant to be considered as "normal use".
Amendment 186 #
2016/2215(INI)
Motion for a resolution
Paragraph 48
Paragraph 48
48. The Commission did notwaited several years to launch infringement procedures against those Member States that have not put in place effective market surveillance on pollutant emissions from vehicles and national system of penalties for infringements of EU law as required by the existing legislation.
Amendment 191 #
2016/2215(INI)
Motion for a resolution
Paragraph 52 a (new)
Paragraph 52 a (new)
52 a. Whilst the collection of written evidence via submission of written questions and questionnaires to both institutional and non-institutional parties was generally an effective means of evidence gathering, the written replies - essential for the committee to prepare each hearing - were often sent very late with little time left before the hearing to read and analyse the replies.
Amendment 194 #
2016/2215(INI)
Motion for a resolution
Paragraph 54
Paragraph 54
54. Delays in the delivery of requested documentation represented a major obstacle in the work of the committee. The documents were of varying quality, some of them were very hard to read and, therefore, to use. The lengthy internal procedure in the Commission, which requires the College’'s approval to react to requests from the committee, together with gaps in its archiving system, delayed the collection of evidence during the time available. Furthermore, the transmission of the information requested was not structured in a user-friendly way, which made it more complicated to retrieve the information.
Amendment 197 #
2016/2215(INI)
Motion for a resolution
Paragraph 55
Paragraph 55
55. The procedure followed to grant access to the minutes of the regulatory committee (based on explicit consent by the 28 Member States) was unnecessarily cumbersome, lengthy and based on a very narrow interpretation of the law. The access to those documents was too limited, which led to possible mistakes or important information not being taken into account. It should not be followed again in the future.
Amendment 205 #
2016/2215(INI)
Motion for a resolution
Paragraph 61 a (new)
Paragraph 61 a (new)
61 a. In order to facilitate the work of the European Parliament's committees of inquiry, given they work under considerable time pressure to scrutinise a huge amount of documents, it is essential that the rules governing the treatment of confidential information by the European Parliament, and in particular the access rights of members' accredited parliamentary assistants (APAs) to "other confidential information" (OCI), are reviewed.
Amendment 51 #
2016/2148(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Recalls that funds allocated to financing the 'Connecting Europe' facility were depleted in order to recapitalise the European Fund for Strategic Investments; expresses hope that these funds will be used to finance infrastructurrecalls that transport remains a top priority of the European Fund for Strategic Investments. Draws the attention to the possibility of combining EFSI financial instruments with ESI funds on one projects;.
Amendment 88 #
2016/2062(INI)
Motion for a resolution
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Notes that the Commission announced an evaluation of the ground handling services Directive in its Communication on an Aviation Strategy for Europe; recalls its strong opposition of the previous Commission's proposal for a revision, which resulted in a formal withdrawal of the proposal by the Commission in December 2014; reiterates its view that a further liberalisation of ground handling services would lead to a deterioration of working conditions at Union airports;
Amendment 106 #
2016/2062(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. BelievUnderlines that the European aviation sector can fits into a competitive global environment by further building on and developing its assets; believes that competition from third countries, if fair, should be seen as an opportunity to develop further a European aviation model; insists that the EU and its Member States take all necessary steps to defend the European aviation industry against unfair competition from third states and ensure a level playing field including respect to universally recognised ILO standards;
Amendment 276 #
2016/2062(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Acknowledges the substantial costs spent on security measures; stresses that security challenges posed to the aviation sector will only be greater in the future, requiring an immediateStresses that ongoing security challenges posed to the aviation sector will require sufficient and well-trained security personnel, a shift to a more intelligence-based and reactive security system, and an improvement of the security of airports’' facilities so that they can adapt to evolving threats without requiring constant updates; calls on the Commission to look into the possibility of deepening the one- stop security concept, and of developing a EU pre-check system allowing pre-registered EU travellers to go through a lighter and faster screeningto tackle emerging threats like cyber-attacks; urges the Member States to commit to share intelligence systematically and to exchange best practices on airport and aviation security systems;
Amendment 300 #
2016/2062(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Insists that the aviation sector is contributing, directly and indirectly, to the creation of jobs; believes that maintaining and enhancing decent working conditions and preventing unfair practices contribute tois a precondition of the sustainability of the aviation sector; acknowledges the necessitycalls on the Commission to present concrete proposals in order to bring clarity on the ‘'home base’' criterion and the definition of 'principal place of business', as well as ensuring equal treatment of third-country nationals working on board of EU-registered airplanes, and welcomes the Commission’'s decision to have guidelines issued on the applicable labour law and competent courts; insists on the need to fight any forms of social dumping;
Amendment 333 #
2016/2062(INI)
Motion for a resolution
Paragraph 17 c (new)
Paragraph 17 c (new)
17c. Recalls the importance of supporting passenger confidence in the safety, security and efficiency of civil aviation within a framework of effective passenger rights legislation; calls upon the Member States to progress current legislative proposals and a common strategy on Air Passengers Rights as soon as possible;
Amendment 7 #
2016/2010(INI)
Motion for a resolution
Citation 17 a (new)
Citation 17 a (new)
– having regard to its resolution on an integrated parcel delivery market for the growth of e-commerce in the EU (2013/2043(INI)),
Amendment 167 #
2016/2010(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Considers that parcel delivery is a highly competitive, innovative and fast- growing sector, and that any new regulation in the parcel delivery market must therefore be proportionate and supported by sound economic and labour market evidence;
Amendment 219 #
2016/2010(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Calls on the Member States to ensure decent working conditions for all employees in the postal services sector; recommends close monitoring of whether labour-market-related developments in the postal services sector comply with national law irrespective of whether their employment status is self-employed, subcontractor, temporary staff member or contract worker; calls on the Commission and Member States to closely monitor whether labour-market-related developments in the postal services sector comply with national law as well as to elaborate new means of automated postal deliveries, their impact on working conditions and employment and to assess the need for the modernisation of social and employment legislation to stay abreast of changes in the postal sector; encourages social partners to likewise update collective agreements where necessary so that high working and employment standards in the workplace can be ensured; highlights in this regard the importance of strong and independent social partners in the postal sector, an institutionalized social dialogue and the participation of employees in company matters;
Amendment 224 #
2016/2010(INI)
Motion for a resolution
Paragraph 20 a (new)
Paragraph 20 a (new)
20a. Stresses the importance of monitoring compliance with mandatory driving and resting times as well as working hours in the postal sector; recalls that all tasks in relation to the activity of an employee are to be considered working time; stresses likewise the importance of monitoring compliance with European standards regarding the protection of health and safety at work, including conditions in vehicles, for all people involved in postal deliveries irrespective of whether their employment status is self- employed, subcontractor, temporary staff member or contract worker; believes that monitoring should take place by means of digital monitoring devices installed in the vehicle;
Amendment 228 #
2016/2010(INI)
Motion for a resolution
Paragraph 20 b (new)
Paragraph 20 b (new)
20b. Stresses that the key to a socially sustainable transformation and adaptation in the postal sector lies in employee training; regards it as the employer's task to acquaint employees properly with new technologies such as IT and tracking applications; stresses that in the case of temporary contracts, the agency supplying the staff must give them adequate preparation and training;
Amendment 233 #
2016/2010(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Considers that increased competition should not generate illegal social practices or lead to the degradation of working conditions; is concerned about the already extremely high amount of outsourcing in the postal sector and the frequently accompanying evasion of working and employment standards; highlights in this context the long-term social and financial implications of precarious employment for individuals as well as social security systems;
Amendment 42 #
2016/0382(COD)
Proposal for a directive
Recital 3
Recital 3
(3) In particular, increasing technological improvements, incentives for the use and expansion of public transport, the use of energy efficiency technologies and the promotion of the use of energy from renewable sources in the electricity, heating and cooling sectors as well as in the transport sector as well as energy intensive industries (so called sectoral integration) are very effective tools, together with energy efficiency measures, for reducing greenhouse gas emissions in the Union and the Union's dependence on imported gas and oil.
Amendment 87 #
2016/0382(COD)
Proposal for a directive
Recital 3
Recital 3
(3) In particular, increasing technological improvements, incentives for the use and expansion of public transport, the use of energy efficiency technologies and the promotion of the use of energy from renewable sources in the electricity, heating and cooling sectors as well as in the transport sector as well as energy intensive industries (so called sectoral integration) are very effective tools, together with energy efficiency measures, for reducing greenhouse gas emissions in the Union and the Union's dependence on imported gas and oil.
Amendment 119 #
2016/0382(COD)
Proposal for a directive
Article 2 – paragraph 2 – point uu a (new)
Article 2 – paragraph 2 – point uu a (new)
(uu a) ‘sectoral integration’ means the integration of the power sector with the transport heating and cooling sector through the usage all carriers of energy e.g. electricity and hydrogen;
Amendment 126 #
2016/0382(COD)
Proposal for a directive
Article 4 – paragraph 2
Article 4 – paragraph 2
2. Support for electricity from renewable sources shall be designed so as to integrate electricity from renewable sources in the electricity market, to establish sectoral integration and ensure that renewable energy producers are responding to market price signals and maximise their market revenues.
Amendment 132 #
2016/0382(COD)
Proposal for a directive
Article 7 – paragraph 1 – subparagraph 4
Article 7 – paragraph 1 – subparagraph 4
For the calculation of a Member State's gross final consumption of energy from renewable energy sources, the contribution from biofuels and bioliquids, as well as from biomass fuels consumed in transport, if produced from food or feed crops, shall be no more than 7% of final consumption of energy in road and rail transport in that Member State. This limit shall be reduced to 3,85% in 2030 following the trajectory set out in part A of Annex X. Member States may set a lower limit and may distinguish between different types of biofuels, bioliquids and biomass fuels produced from food and feed crops, for instance by setting a lower limit for the contribution from food or feed crop based biofuels produced from oil crops, taking into account indirect land use change, in accordance with Annex VIII and Directive 2015/1513. Biofuels and bioliquids, if produced from food or feed crops, that produce more greenhouse gas emission than their fossil fuel equivalent, shall not be allowed to be included in the calculation of a Member State's gross final consumption of energy from renewable energy sources from 2025 onwards.
Amendment 161 #
2016/0382(COD)
Proposal for a directive
Article 19 – paragraph 7 – subparagraph 1 – point b – point i a (new)
Article 19 – paragraph 7 – subparagraph 1 – point b – point i a (new)
(ia) green hydrogen, or
Amendment 175 #
2016/0382(COD)
Proposal for a directive
Article 25 – paragraph 1 – subparagraph 2
Article 25 – paragraph 1 – subparagraph 2
The minimum share shall be at least equal to 1.5% in 2021, increasing up to at least 6.88.1% in 2030, following the trajectory set out in part B of Annex X. Within this total share, the contribution of advanced biofuels and biogas produced from feedstock listed in part A of Annex IX shall be at least 0.5% of the transport fuels supplied for consumption or use on the market as of 1 January 2021, increasing up to at least 3.6% by 2030, following the trajectory set out in part C of Annex X.
Amendment 190 #
2016/0382(COD)
Proposal for a directive
Article 25 – paragraph 1 – subparagraph 4 – point b – paragraph 2 a (new)
Article 25 – paragraph 1 – subparagraph 4 – point b – paragraph 2 a (new)
For the calculation of renewable electricity used in road vehicles, only electricity from renewable energy sources shall be taken into account consumed at dedicated charging stations and shall be considered to be three times of their energy content.
Amendment 201 #
2016/0382(COD)
Proposal for a directive
Article 26 – paragraph 7 – subparagraph 1 – point c
Article 26 – paragraph 7 – subparagraph 1 – point c
(c) at least 705 % for biofuels and bioliquids produced in installations starting operation after 1 January 2021;
Amendment 221 #
2016/0382(COD)
Proposal for a directive
Annex X – Part A – table
Annex X – Part A – table
Calendar year Maximum share 20210 7.0% 2021 6,8 % 2022 6.7,6 % 2023 6.4,4 % 2024 6.1,2 % 2025 5.86% 2026 5.4,8 % 2027 5.0,6 % 2028 4.65,4 % 2029 4.25,2 % 2030 3.85%
Amendment 222 #
2016/0382(COD)
Proposal for a directive
Annex X – Part B – table
Annex X – Part B – table
Calendar year Minimum share 2021 1.5 % 2022 1.85 2% 2023 2.2,5 % 2024 2.553.0 % 2025 2.93,85 % 2026 3.64.7 % 2027 4.45.55 % 2028 5.26.4 % 2029 6.07.25 % 2030 6.88.1 %
Amendment 238 #
2016/0382(COD)
Proposal for a directive
Recital 71
Recital 71
(71) The production of agricultural and forest raw material for biofuels, bioliquids and biomass fuels, and the incentives for their use provided for in this Directive, should not have the effect of encouraging the destruction of biodiverse lands Such finite resources, recognised in various international instruments to be of value to all mankind, should be preserved. It is therefore necessary to provide sustainability and greenhouse gas emissions savings criteria ensuring that biofuels, bioliquids and biomass fuels qualify for the incentives only when it is guaranteed that the agricultural or forest raw material does not originate in biodiverse areas or, in the case of areas designated for nature protection purposes or for the protection of rare, threatened or endangered ecosystems or species, the relevant competent authority demonstrates that the production of the agricultural and forest raw material does not interfere with such purposes. Forests should be considered as biodiverse according to the sustainiability criteria, where they are primary forests in accordance with the definition used by the Food and Agriculture Organisation of the United Nations (FAO) in its Global Forest Resource Assessment, or where they are protected by national nature protection law. Areas where the collection of non-wood forest products occurs should be considered to be biodiverse forests, provided the human impact is small. Other types of forests as defined by the FAO, such as modified natural forests, semi- natural forests and plantations, should not be considered as primary forests. Having regard, furthermore, to the highly biodiverse nature of certain grasslands, both temperate and tropical, including highly biodiverse savannahs, steppes, scrublands and prairies, biofuels, bioliquids and biomass fuels made from agricultural raw materials originating in such lands should not qualify for the incentives provided for by this Directive. The Commission should establish appropriate criteria to define such highly biodiverse grasslands in accordance with the best available scientific evidence and relevant international standards.
Amendment 378 #
2016/0382(COD)
Proposal for a directive
Article 2 – paragraph 2 – point uu a (new)
Article 2 – paragraph 2 – point uu a (new)
(uua) ‘sectoral integration’ means the integration of the power sector with the transport heating and cooling sector, through the use of all carriers of energy e.g. electricity and hydrogen;
Amendment 406 #
2016/0382(COD)
Proposal for a directive
Article 4 – paragraph 2
Article 4 – paragraph 2
2. Support for electricity from renewable sources shall be designed so as to integrate electricity from renewable sources in the electricity market, to establish sectoral integration and ensure that renewable energy producers are responding to market price signals and maximise their market revenues.
Amendment 437 #
2016/0382(COD)
Proposal for a directive
Article 7 – paragraph 1 – subparagraph 4
Article 7 – paragraph 1 – subparagraph 4
For the calculation of a Member State’s gross final consumption of energy from renewable energy sources, the contribution from biofuels and bioliquids, as well as from biomass fuels consumed in transport, if produced from food or feed crops, shall be no more than 7% of final consumption of energy in road and rail transport in that Member State. This limit shall be reduced to 3,85 % in 2030 following the trajectory set out in part A of Annex X. Member States may set a lower limit and may distinguish between different types of biofuels, bioliquids and biomass fuels produced from food and feed crops, for instance by setting a lower limit for the contribution from food or feed crop based biofuels produced from oil crops, taking into account indirect land use change. , in accordance with annex VIII and Directive (EU) 2015/15131a. Biofuels and bioliquids, if produced from food or feed crops, that cause more greenhouse gas emission than their fossil fuel equivalent, shall not be allowed to be included in the calculation of a Member State’s gross final consumption of energy from renewable energy sources from 1 January 2025 onwards. ____________________ 1a OJ L 239, 15.9.2015, p. 1-29
Amendment 506 #
2016/0382(COD)
Proposal for a directive
Article 19 – paragraph 7 – subparagraph 1 – point b – point ii a (new)
Article 19 – paragraph 7 – subparagraph 1 – point b – point ii a (new)
(iia) green hydrogen, or
Amendment 576 #
2016/0382(COD)
Proposal for a directive
Article 25 – paragraph 1 – subparagraph 2
Article 25 – paragraph 1 – subparagraph 2
The minimum share shall be at least equal to 1.5% in 2021, increasing up to at least 6.88.1 % in 2030, following the trajectory set out in part B of Annex X. Within this total share, the contribution of advanced biofuels and biogas produced from feedstock listed in part A of Annex IX shall be at least 0.5% of the transport fuels supplied for consumption or use on the market as of 1 January 2021, increasing up to at least 3.6% by 2030, following the trajectory set out in part C of Annex X.
Amendment 626 #
2016/0382(COD)
Proposal for a directive
Article 25 – paragraph 1 – subparagraph 4 – point b a (new)
Article 25 – paragraph 1 – subparagraph 4 – point b a (new)
(ba) For the calculation of renewable electricity used in road vehicles, only electricity from renewable energy sources shall be taken into account consumed at dedicated charging stations and shall be considered to be three times of their energy content.
Amendment 728 #
2016/0382(COD)
Proposal for a directive
Article 26 – paragraph 3 – introductory part
Article 26 – paragraph 3 – introductory part
3. Biofuels, bioliquids and biomass fuels produced from agricultural or forest biomass taken into account for the purposes referred to in points (a), (b) and (c) of paragraph 1 shall not be made from raw material obtained from land with high carbon stock, namely land that had one of the following statuses in January 2008 and no longer has that status:
Amendment 733 #
2016/0382(COD)
Proposal for a directive
Article 26 – paragraph 4
Article 26 – paragraph 4
4. Biofuels, bioliquids and biomass fuels produced from agricultural or forest biomass taken into account for the purposes referred to in points (a), (b) and (c) of paragraph 1 shall not be made from raw material obtained from land that was peatland in January 2008.
Amendment 871 #
2016/0382(COD)
Proposal for a directive
Article 26 – paragraph 7 – point c
Article 26 – paragraph 7 – point c
(c) at least 705 % for biofuels and bioliquids produced in installations starting operation after 1 January 2021;
Amendment 873 #
2016/0382(COD)
Proposal for a directive
Article 26 – paragraph 7 – point c a (new)
Article 26 – paragraph 7 – point c a (new)
(ca) at least 70% for biofuels and bioliquids produced in all installations starting operation before 1 January 2021, by 1 January 2025;
Amendment 1092 #
2016/0382(COD)
Proposal for a directive
Annex X – Part A
Annex X – Part A
Part A: Maximum contribution from liquid biofuels produced from food or feed crops to the EU renewable energy target as referred to in Article 7 paragraph 1 Calendar year Minimum share 20210 7.0% 2021 6.8 % 2022 6.76 % 2023 6.4 % 2024 6.12 % 2025 5.86% 2026 5.48 % 2027 5.06 % 2028 4.65.4 % 2029 45.2 % 2030 3.8% 5%
Amendment 1102 #
2016/0382(COD)
Proposal for a directive
Annex X – Part B
Annex X – Part B
Part B: Minimum shares of energy from advanced biofuels and biogas produced from feedstock listed in Annex IX, renewable transport fuels of non-biological origin, waste-based fossil fuels and renewable electricity, as referred to in Article 25(1) Calendar year Minimum share 2021 1.5 % 2022 1.85 2% 2023 2.25 % 2024 2.553.0 % 2025 2.93.85 % 2026 3.64.7 % 2027 4.45.55 % 2028 5.26.4 % 2029 6.0 %7.25 % 2030 6.88.1 %
Amendment 64 #
2015/2347(INI)
Motion for a resolution
Paragraph 7 a (new)
Paragraph 7 a (new)
7a. Calls on the European Commission to provide Member States in the CEE region with technical assistance, in light of the fact that some of these countries have little experience in working with financial instruments and with involving the private sector in large projects;
Amendment 74 #
2015/2347(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Underlines the importance of multimodality and transport innovation, and supports the integration of the inland waterways in the multimodal logistic chain, given that the connection between all transport modes would ensure the economic development of the area, and would also reduce bottlenecks in the transport system;
Amendment 75 #
2015/2347(INI)
Motion for a resolution
Paragraph 8 b (new)
Paragraph 8 b (new)
8b. Recognises the importance of multimodality for the development of trade and tourism, as well as for environment protection;
Amendment 165 #
2015/2347(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Welcomes the creation of the NAIADES programme as well its continuation with NAIADES II up to 2020, and underlines the importance of having a European strategy and an Action Plan for inland waterways;
Amendment 5 #
2015/2258(INI)
Draft opinion
Recital A a (new)
Recital A a (new)
Aa. whereas the Treaty on the Functioning of the EU (TFEU) requires the Union to combat discrimination based on disability when defining and implementing its policies and activities (Article 10) and gives it the power to adopt legislation to address such discrimination (Article 19);
Amendment 8 #
2015/2258(INI)
Draft opinion
Recital A b (new)
Recital A b (new)
Ab. whereas Articles 21 and 26 of the Charter of Fundamental Rights of the EU explicitly prohibit discrimination on the ground of disability, and provide for equal participation of the persons with disabilities in society;
Amendment 19 #
2015/2258(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls on the Member States to take all necessary steps towards the implementation of EU legislation aimed at improving transport accessibility (including bus, rail, air and waterborne transport) and tackle the obstacles to a barrier-free Europe by strengthening the competences of the relevant enforcement bodies under passenger rights legislation; acknowledges the benefits of the European Disability Forum to promote all efforts and goals achieved in this regard;
Amendment 29 #
2015/2258(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Strongly believes in the advantages of common accessibility rules at EU level, and therefore looks forward to the swift adoption of the Commission’s proposal for the European Accessibility Act1; including much stronger EU-wide guarantees of accessibility of transport services especially as regards interchanges and step-free access on all public metro and railways; regrets that the mid-term assessment of the European Disability Strategy 2010-2020, due in 2015, has been delayed and calls the Commission to complete and communicate this assessment as soon as possible; __________________ 1 COM(2015)0615.
Amendment 32 #
2015/2258(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. calls on the Commission to propose the ratification by the EU of the optional protocol to the Convention so that disabled people can enforce their rights better, especially as regards their lack of access to transport services and aspects of the built environment including tourist facilities and accommodation;
Amendment 44 #
2015/2258(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Underlines that consistently accessible formats should top the agenda of digitised mobility market policies, and should include availability of alternative communication systems, such as easy-to- read language for travel information, booking and ticketing, while making use of more than one sensory channel; urges the Commission with regard to transport facilities and services to establish the appropriate monitoring and controlling mechanisms that will ensure that accessibility and assistive devices for people with disabilities will also be offered in public transport services, in all Member States;
Amendment 56 #
2015/2258(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. CRecognises that small and medium businesses will benefit from complying with standard EU requirements, rather than having to adjust to divergent national rules; however, regrets that touristic products and services were not included in the European Accessibility Act list; underlines that no further actions were taken at EU level regarding the touristic facilities and services, in order to harmonise gradually the accommodation classification (hotel, B&B, etc.), taking into account accessibility criteria; calls on the Commission to provide an overview of data on accessibility to tourism services for people with disabilities, as provided for in the two annexes to Regulation (EU) No 692/2011 on tourism statistics;
Amendment 110 #
2015/2255(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Calls for the introduction of appropriate control devices, using modern technology, for all transport modes for professional use so as to monitor working and rest time effectively, with a view to ensuring proper implementation of existing legislation, and for the creation of an "electronic and integrated operator file" for all operators operating with the Community licence aiming at gathering all relevant data on carrier, vehicle and driver identified during roadside checks;
Amendment 164 #
2015/2255(INI)
Draft opinion
Paragraph 8
Paragraph 8
8. Calls for the creation of a European Road Transport Agency to ensure proper implementation of EU legislation related to the vehicle, the driver and the undertaking, and promote standardisation across all Member States, including the social dimension, such as working conditions and labour issues in road transport;
Amendment 185 #
2015/2255(INI)
Draft opinion
Paragraph 10
Paragraph 10
10. Stresses the need for a new ground handling regulation, that will provide social protection for workers; cCalls for an improved Regulation (EC) No 1008/2008 to ensure binding application of national labour legislation for airlines having European operational bases and to improve the definition of ‘home base’ for crew members;
Amendment 232 #
2015/2255(INI)
Draft opinion
Paragraph 13
Paragraph 13
13. Calls on the Commission to establish minimum training requirements for maintenance personnelall personnel involved in safety operations in the railway sector and to safeguard the economic equilibrium of public service obligations.
Amendment 14 #
2015/2233(INI)
Draft opinion
Paragraph 1 – point i b (new)
Paragraph 1 – point i b (new)
(ib) to stress the importance of the protection of workers, consumers and the environment as well as of universal access to public services particularly in the transport and delivery sector in the EU and its partner countries; to bear in mind that those regulations are not an economic burden, but essential rights; to underline that foreign service providers have to comply with EU and Member State social and labour legislation, as well as with collective agreements and with minimum wages; to stress that the destination country principle has to apply, however, this is without prejudice to more favourable provisions in legislation or collective agreements in the sending country; to acknowledge that the quality of services is intrinsically linked to the quality of employment and the regulatory frameworks in place, including collective agreements, labour rights and social legislation;
Amendment 47 #
2015/2233(INI)
Draft opinion
Paragraph 1 – point iv a (new)
Paragraph 1 – point iv a (new)
(iva) to recall that the proposal on groundhandling services at Union airports has been withdrawn by the Commission; to ensure, in this context, that commitments in TISA on ancillary services do not undermine current EU legislation on ground handling services regarding the degree of liberalisation;
Amendment 16 #
2015/2154(DEC)
Draft opinion
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Encourages the Commission to continue supervising closely the implementation of innovative financial instruments for leveraging EU investment and attracting new sources of funding for TEN-T infrastructure projects, such as Marguerite Fund, Loans and Guarantees for debt (LGTT) and Project Bond initiative (PBI), and to ensure that the EU budget contribution to these instruments is managed and used appropriately;
Amendment 20 #
2015/2154(DEC)
Draft opinion
Paragraph 5
Paragraph 5
5. Notes that there is information on transport projects available in various databases, such as Financial Transparency System, INEA database of TEN-T projects and CORDIS for Horizon 2020 projects; calls for smart use of these tools in order to have a better overview, upstream and downstream, of the process of allocating EU funds; reiterates the importance of publishing of easily accessible annual list of transport projects and searchable online database co-financed by the Union;
Amendment 31 #
2015/2132(BUD)
Draft opinion
Paragraph 6
Paragraph 6
6. Underlines the strategic importance of the Single European Sky as the main instrument to ensure safety, competitiveness and protection of the citizens’ rights; recommends in this regard that CEF should provide sufficient resources for this programme. SESAR; strongly believes that EU-policy should promote the European Aviation Safety Agency (EASA), as it plays a key role in ensuring the competitiveness of the EU aviation sector, not only in terms of its safety and certification activities, but also in representing and promoting European industry abroad; draws attention to the fact that, in the case of EASA, the industry finances over 70% of the budget through its fees and charges payments.
Amendment 8 #
2015/2112(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Calls for the Paris Protocol to include GHG reduction targets that are consistent with a global carbon budget in line with the 2 degree objective for international aviation and maritime shipping; calls on the Commission and the Member States to support the inclusion of quantified targets in the Paris Protocol as a top priority;
Amendment 20 #
2015/2112(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. BTaking into account that transport is the only sector where GHG emissions have continued to grow by 30% over the last 25 years, that it is responsible for around 25% of GHG emissions and that transport's GHG emissions are projected to increase, strongly believes that without a greater focus on emissions from the transport sector, the overall climate targets will be impossible to reach, as transport i; stresses theat only sector where greenhouse gas emissions have continued to grow: by 30% over the last 25 years; onlybinding GHG reduction targets together with a more fully integrated transport policy that incorporates modal shift policies together withand technological advancement as well as transport avoidance (e.g. through green logistics and integrated mobility management) will be able to achieve this;
Amendment 24 #
2015/2112(INI)
Draft opinion
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Calls on the EU to show the path and to play a leading role in implementing concrete measures and legislative initiatives in the transport sector in order to achieve and respect its mitigation commitments; calls on the Commission to submit: - an ambitious legislative proposals to implement the EU's Climate and Energy Policy Framework for 2030, including a specific and binding GHG emission reduction target for the transport sector; - a legislative proposal to maintain a clear emissions-reduction trajectory with long term target setting up ambitious mandatory limits on average CO2 emissions for light and heavy vehicles; - a proposal to establish a European Union framework for distance- based charging including the complete internalisation of external costs also for passenger cars in accordance with the polluter-pays principle in order to promote the use of sustainable modes of transport;
Amendment 5 #
2015/2005(INI)
Motion for a resolution
Citation 5 a (new)
Citation 5 a (new)
- having regard to the objectives laid down in the European Council conclusions of October 2014 on the climate and energy framework,
Amendment 7 #
2015/2005(INI)
Motion for a resolution
Citation 6 a (new)
Citation 6 a (new)
- having regard to the Communication from the Commission to the European Parliament and the Council entitled ‘The Paris Protocol – A blueprint for tackling global climate change beyond 2020’ (COM(2015)0081),
Amendment 8 #
2015/2005(INI)
Motion for a resolution
Citation 7 a (new)
Citation 7 a (new)
- having regard to the Communication from the Commission to the European Parliament and the Council entitled ‘Together towards competitive and resource-efficient urban mobility’ (COM (2013)0913),
Amendment 106 #
2015/2005(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Stresses that the transport sector is responsible for around a quarter of EU greenhouse gas emissions (GHG) and that it remains the largest GHG emissions contributor of the sectors not covered by the EU emissions trading system (ETS);
Amendment 108 #
2015/2005(INI)
Motion for a resolution
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Calls on the Commission to take into account the European Council conclusions of October 2014 on the 2030 Climate and Energy Framework and to review the White Paper setting a target of reducing transport GHG emission by 30% in 2030 compared to 2005;
Amendment 114 #
2015/2005(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Considers that the development of passenger and freight transport is largely dependent on the effective use of the various modes of transport, and that European transport policy should therefore be based on efficient co-modality, in which the use of the most energy-efficient and sustainable transport modes should be favoured where possible; believes that this will lead to an optimal reallocation between the different transport modes, and will provide for interoperability within and between the modes, promote more sustainable transport and logistics chains and enhance seamless traffic flows across modes and nodes;
Amendment 117 #
2015/2005(INI)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4 a. Notes that the most efficient way of addressing the anticipated increase in freight traffic of 40 % by 2030 and 80 % by 2050 and the resultant increase in traffic volumes and the risk of congestion in and around towns and ports is to increase the distance threshold for switching from road haulage to railways or waterways;
Amendment 139 #
2015/2005(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Calls on the Commission to submit a proposal in 2016 to establish a European framework for distance-based charging including the complete internalisation of external costs also for passenger cars, whilst safeguarding EU principles such as non-discrimination, polluter-pays, data protection and privacy, in order to harmonise existing national infrastructure charging systems and to provide clear guidelines for any possible plans by Member States to establish such a system in the future; stresses that time- based user fees may only constitute a transitional arrangement which should be phased out in favour of a distance-based infrastructure charging system;
Amendment 184 #
2015/2005(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Stresses that the European Fund for Strategic Investments (EFSI) proposed by the Commission as part of the Juncker Investment Plan for Europe should give priority to sustainable transport infrastructure projects that are in line with EU transport policy goals and deliver high societal and, economic and environmental value, and target projects that promote job creation, long-term growth and competitiveness;
Amendment 240 #
2015/2005(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Notes that public transport usage in urban areas is not clearly stated among the ten goals of the White Paper; believes that a new goal should be set of doubling public transport use in urban areas by 2030, while providing for facilities and infrastructure to facilitate door-to-door mobility of pedestrians, cyclists and elderly or handicapped people; a clear goal should be also set to double cycling by 2025; underlines that achieving these goals requires appropriate investments, especially to ensure consistent maintenance and expansion of public transport infrastructure; calls therefore on the Commission to establish an investment fund specifically dedicated to public transport; urges the Member States to provide adequate, long-term and reliable funding possibilities specifically for public transport infrastructure projects;
Amendment 276 #
2015/2005(INI)
Motion for a resolution
Paragraph 14 – indent 1 a (new)
Paragraph 14 – indent 1 a (new)
- a proposal to review the General Safety Regulation (661/2009) and the Pedestrian Protection Regulation (78/2009) no later than 2016, to establish as soon as possible mandatory rules for Heavy Goods Vehicles (HGVs) cab design and safety, as well as the mandatory application of innovative technologies such as Automated Emergency Braking and Advisory Intelligent Speed Assistance systems (ISA) for all vehicles,
Amendment 281 #
2015/2005(INI)
Motion for a resolution
Paragraph 14 – indent 2 a (new)
Paragraph 14 – indent 2 a (new)
- actions to be prioritised, as suggested by the Action Plan and defined by the Intelligent Transport Systems (ITS) Directive (2010/40/EU), with regard to Vulnerable Road Users,
Amendment 332 #
2015/2005(INI)
Motion for a resolution
Paragraph 16 a (new)
Paragraph 16 a (new)
16a. Calls on the Commission to acknowledge that while there is a clear socio-economic case for boosting women´s participation and equal treatment in the transport labour market, there is a participation, remuneration and advancement gap between women and men in this sector's labour force;
Amendment 333 #
2015/2005(INI)
Motion for a resolution
Paragraph 16 b (new)
Paragraph 16 b (new)
16b. Calls on the Commission to develop a legal framework for robust and improved EU statistics in the transport sector, gathering data on gender participation and equality in the transport sector; furthermore urges the Commission to come forward with an initiative on the role of women in transport and add the gender equality dimension in all impact assessments accompanying new transport policy proposals and initiatives;
Amendment 342 #
2015/2005(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Urges the Commission to enpropose measures that proposals on the opening-up of services in all transport markets do not lead to social dumping, poorer-quality services, monopolies or oligo address existing social dumping practices across all transport modes by ensuring the full implementation, and especially the enforcement, of existing legislation, as well as by eradicating existing legislative loopholies;
Amendment 392 #
2015/2005(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
24. Takes the view that the EU must maintain its leading role in the global efforts to reduce transport emissions in the framework of the 2015 Paris Climate Conference (COP21); calls on the Commission to translate into a legislative proposal the 60% reduction target for greenhouse gas emissions in transport by 2050;
Amendment 432 #
2015/2005(INI)
Motion for a resolution
Paragraph 25 – indent 3 a (new)
Paragraph 25 – indent 3 a (new)
- the revision of Regulation (EC) No 1008/2008 on common rules for the operation of air services to safeguard proper enforcement of national social legislation and collective agreements concerning civil aviation staff, including mobile staff such as pilots and flight attendants; a thorough assessment by the Commission of socially problematic business practices such as letterbox companies or flags of convenience practices in aviation; provision of a clear definition of the ‘principal place of business’ that requires airlines to demonstrate substantial aviation activities in that country,
Amendment 441 #
2015/2005(INI)
Motion for a resolution
Paragraph 25 – indent 4 a (new)
Paragraph 25 – indent 4 a (new)
- review of the regulatory and fiscal policies of the EU and of the Member States to strengthen the competitiveness of the European aviation industry and fair competition with airlines from third countries and therefore calls on the Commission to review and eliminate any unilateral EU provisions and unilateral national action by the Member States that distort competition,
Amendment 456 #
2015/2005(INI)
Motion for a resolution
Paragraph 26 – indent 1
Paragraph 26 – indent 1
– national policy frameworks aimed at the development of the market as regards alternative fuels (natural gas, hydrogen, sustainable biofuels, including molasses- based ethanol) and electric carvehicles of all types, and the deployment of the relevant refuelling/recharging infrastructure,
Amendment 467 #
2015/2005(INI)
Motion for a resolution
Paragraph 26 – indent 1 a (new)
Paragraph 26 – indent 1 a (new)
- an EU roadmap for cycling to be included in the next Commission Work Programme 2016,
Amendment 480 #
2015/2005(INI)
Motion for a resolution
Paragraph 26 – indent 4
Paragraph 26 – indent 4
– an evaluation by the Commission of all possible types of car road-charging schemes and their compatibility with the EU Treaties,
Amendment 485 #
2015/2005(INI)
Motion for a resolution
Paragraph 26 – indent 4 a (new)
Paragraph 26 – indent 4 a (new)
- a Commission proposal in 2016 establishing a European framework for distance-based charging including the complete internalisation of external costs also for passenger cars, whilst safeguarding EU principles such as non- discrimination, polluter-pays, data protection and privacy, in order to harmonise existing national infrastructure charging systems and to provide clear guidelines for any possible plans by Member States to establish such a system in the future; time-based user fees may only constitute a transitional arrangement which should be phased out in favour of a distance-based infrastructure charging system;
Amendment 491 #
2015/2005(INI)
Motion for a resolution
Paragraph 26 – indent 5 a (new)
Paragraph 26 – indent 5 a (new)
- a legislative proposal to maintain a clear emissions-reduction trajectory with long- term target and to set, from 2025 onwards, mandatory limits on average CO2 emissions for new passenger cars and commercial vans,
Amendment 538 #
2015/2005(INI)
Motion for a resolution
Paragraph 27 – indent 1 a (new)
Paragraph 27 – indent 1 a (new)
Amendment 541 #
2015/2005(INI)
Motion for a resolution
Paragraph 27 – indent 1 a (new)
Paragraph 27 – indent 1 a (new)
- adherence to the 2030 and 2050 modal shift objectives regarding road freight, as laid down in the 10 goals for a competitive and resource-efficient transport system in the White Paper; adoption by the Commission of a 2030 rail strategy to propose new measures necessary to reach the 2030 modal shift targets,
Amendment 610 #
2015/2005(INI)
Motion for a resolution
Paragraph 29 – indent 1 a (new)
Paragraph 29 – indent 1 a (new)
- the introduction of a new goal, accompanied by the necessary measures, of shifting 50% of the current transport of dangerous goods within the EU towards more sustainable transport modes such as inland waterways by 2030 in full respect of the safety provisions for inland transport of dangerous goods as laid down in Directive 2008/68/EC,
Amendment 615 #
2015/2005(INI)
Motion for a resolution
Paragraph 29 – indent 3
Paragraph 29 – indent 3
– approperiate maintenance at all times, in order to safeguard adequate service levels on inland waterways, and upgrade by 2025 of inland waterways that are part of the TEN-T core network corridors;
Amendment 135 #
2015/0310(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) The tasks of Frontex should therefore be expanded and to reflect those changes, it should be renamed European Border and Coast Guard Agency. The key role of the European Border and Coast Guard Agency should be to establish an operational and technical strategy for the implementation of an integrated border management at Union level, to oversee the effective functioning of border control at the external borders, to provide increased operational and technical assistance to Member States through joint operations and rapid border interventions, and to ensure the practical execution of measures in case of a situation requiring urgent action at the external borders, as well as to organise, coordinate and conduct return operations and return interventions while ensuring full respect of human rights in their actions and activities and the fulfilment of asylum obligations and commitments of each Member State.
Amendment 174 #
2015/0310(COD)
Proposal for a regulation
Recital 17
Recital 17
(17) In cases where a Member State does not take the necessary corrective action in line with the vulnerability assessment or in the event of disproportionate migratory pressure at the external borders, rendering the control at the external border ineffective to an extent which risks putting in jeopardy the functioning of the Schengen area, aincluding the restriction of free movement of persons and goods through road, maritime and rail freight routes as set by the pillars of the EU TEN-T and Connecting Europe policies, unified, rapid and effective response should be delivered at Union level. For this purpose, and to ensure better coordination at Union level, the Commission should identify the measures to be implemented by the European Border and Coast Guard Agency and require the Member State concerned to cooperate with the Agency in the implementation of those measures. The European Border and Coast Guard Agency should then determine the actions to be taken for the practical execution of the measures indicated in the Commission decision, and an operational plan should be drawn up with the Member State concerned.
Amendment 218 #
2015/0310(COD)
Proposal for a regulation
Recital 28 a (new)
Recital 28 a (new)
(28a) All port and maritime authorities of the Member States and on the European Maritime Safety Authority (EMSA), and in particular on the captains of vessels sailing in the Mediterranean, should be vigilant in relation to any vessels carrying migrants and refugees who may be in danger, applying the guidelines issued by the International Maritime Organisation and the UN Refugee Agency (UNHCR) on the treatment of people rescued at sea.
Amendment 219 #
2015/0310(COD)
Proposal for a regulation
Recital 28 b (new)
Recital 28 b (new)
Amendment 242 #
2015/0310(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
A European Border and Coast Guard is hereby set up to ensure a European integrated border management at the external borders with a view to managing migration effectively and ensuring a high level of internal security within the Union, while safeguarding the free movement of persons therein. and goods therein and helping to ensure and enable good transport, logistics and infrastructure links across external borders.
Amendment 270 #
2015/0310(COD)
Proposal for a regulation
Article 3 – paragraph 2
Article 3 – paragraph 2
2. The European Border and Coast Guard Agency shall establish an operational and technical strategy for the European integrated border management. It shall promote and ensure the implementation of European integrated border management in all Member States, taking into account the need to ensure consistency between Union policies and activities in line with Article 7 of the Treaty on the Functioning of the European Union.
Amendment 367 #
2015/0310(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point d
Article 7 – paragraph 1 – point d
(d) assist Member States in circumstances requiring increased technical and operational assistance at the external borders, by launching rapid border interventions at the external borders of those Member States facing specific and disproportionate pressures, with active support over SAR capacities and operations, as defined by the International Conventions such as SOLAS and SAR, taking into account that some situations may involve humanitarian emergencies and rescue at sea;
Amendment 554 #
2015/0310(COD)
Proposal for a regulation
Article 13 – paragraph 2 – point c
Article 13 – paragraph 2 – point c
(c) coordinate activities for one or more Member States and third countries at the external borders, including joint operations with neighbouring third countries and those helping to ensure and enable good transport, logistics and infrastructure links across external borders;
Amendment 922 #
2015/0310(COD)
Proposal for a regulation
Article 51 – paragraph 1 – subparagraph 1
Article 51 – paragraph 1 – subparagraph 1
The Agency shall cooperate with the Commission, other Union institutions, the European External Action Service, Europol, the European Asylum Support Office, the European Union Agency for Fundamental Rights, Eurojust, the European Union Satellite Centre, the European Maritime Safety Agency and the European Fisheries Control Agency as well as other Union, agencies, bodies, offices in matters covered by this Regulation including in the transport policy field, and in particular with the objectives of preventing and combating irregular immigration and cross-border crime including the facilitation of irregular immigration, trafficking in human beings and terrorism.
Amendment 950 #
2015/0310(COD)
Proposal for a regulation
Article 53 – paragraph 1
Article 53 – paragraph 1
1. In matters covered by its activities and to the extent required for the fulfilment of its tasks, the Agency shall facilitate and encourage operational cooperation between Member States and third countries, within the framework of the external relations policy of the Union, including with regard to the protection of fundamental rights and ensuring and enabling good transport, logistics and infrastructure links across external borders. The Agency and the Member States shall comply with the norms and standards at least equivalent to those set by Union legislation also when cooperation with third countries takes place on the territory of those countries. The establishment of cooperation with third countries shall serve to promote European border management and return standards.
Amendment 138 #
2015/0278(COD)
Proposal for a directive
Article 1 – paragraph 3 a (new)
Article 1 – paragraph 3 a (new)
(3a) The requirements of this Directive shall apply only to products and services placed on the market or made available after the entry into force of this Directive. Products or services that are still operational which were put into service or made available before the entry into force of this Directive need not be replaced prematurely.
Amendment 183 #
2015/0278(COD)
Proposal for a directive
Article 11 – paragraph 1 a (new)
Article 11 – paragraph 1 a (new)
(1a) Services and products used for the provision of services shall be regarded as complying with Article 3 where they meet accessibility requirements laid down in other Union legislation.
Amendment 184 #
2015/0278(COD)
Proposal for a directive
Article 11 – paragraph 2
Article 11 – paragraph 2
(2) Service providers shall prepare the necessary information in accordance with Annex III explaining how the services meet the accessibility requirements referred to in Article 3. To this end they may refer to existing provisions setting out accessibility requirements. The information shall be made available to the public in written and oral format, including in a manner which is accessible to persons with functional limitations and persons with disabilities. Service providers shall keep the information as long as the service is in operation.
Amendment 212 #
2015/0278(COD)
Proposal for a directive
Article 22 – paragraph 1
Article 22 – paragraph 1
(1) Accessibility requirements referred to in Article 21 apply to the extent that they do not impose a disproportionate burden on the competent authorities or the operators contracted by them for the purposes of that Article.
Amendment 216 #
2015/0278(COD)
Proposal for a directive
Article 22 – paragraph 2 – point b a (new)
Article 22 – paragraph 2 – point b a (new)
(ba) the built environment, topography and existing ownership and property rights;
Amendment 277 #
2015/0277(COD)
Proposal for a regulation
Recital 14
Recital 14
(14) The Union should also lay down essential requirements for the safe provision of ground handling services, based on ground handling guidelines provided by existing rules and schemes provided by the industry on an international level.
Amendment 327 #
2015/0277(COD)
Proposal for a regulation
Recital 50
Recital 50
(50) When the Agency develops draft rules of a general nature to be implemented by national authorities, Member States should be consulted. Furthermore, where rules could have importantoccupational health and safety and/or social implications, stakeholders, including Union social partners, should be appropriately consulted and the implications should be fully considered in the Regulatory Impact Assessment when the Agency prepares corresponding draft rules.
Amendment 342 #
2015/0277(COD)
Proposal for a regulation
Recital 64 a (new)
Recital 64 a (new)
(64a) Since there is a high amount of different commercial air transport activities, it has to be ensured that rules applying to this sector are further elaborated at a technical level; a detailed act should be valid for wide range of operations, each subject to rules that are according to the risk of particular operations or types of operations.
Amendment 360 #
2015/0277(COD)
Proposal for a regulation
Article 1 – paragraph 2 – point h – indent 1 (new)
Article 1 – paragraph 2 – point h – indent 1 (new)
Amendment 389 #
2015/0277(COD)
Proposal for a regulation
Article 2 – paragraph 3 – point d – paragraph 1
Article 2 – paragraph 3 – point d – paragraph 1
the design, production, maintenance and operation of the aircraft listed in Annex I, aircraft the operation of which involves low risk for aviation safety, as listed in Annex I, and to the personnel and organisations involved therein, unless the aircraft has been issued, or deemed to have been issued, with a certificate in accordance with Regulation (EC) No 216/2008.
Amendment 402 #
2015/0277(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 22
Article 3 – paragraph 1 – point 22
(22) ‘ground handling service’ means any safety-related service provided at aerodromes comprising safety related activities in the areas of ground administration and supervision, passenger handling, baggage handling, freight and mail handling, ramp handling, aircraft services, fuel and oil handling, aircraft maintenance, flight operations and crew administration, surface transport and catering;
Amendment 413 #
2015/0277(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 29
Article 3 – paragraph 1 – point 29
(29) ‘unmanned aircraft’ means any aircraft operated or designed to be operated without a pilot on board;, other than those used in model flying.
Amendment 426 #
2015/0277(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point e
Article 4 – paragraph 1 – point e
(e) lay down, where possible and appropriate, requirements in a manner which focuses on objectives to be achieved, while allowing different means of achieving compliance with these objectives; laying down conditions for organisations to allow them making use of defined different means of achieving compliance with these objectives. In preparing and enacting such measures, the Member States, the Commission and the Agency shall: (a) assess the system maturity at European, national and organisation level, prior to implementing a performance-based scheme; (b) ensure that the safety culture of the organisations concerned is assessed by an independent external body, including the organisation's adherence to Just Culture principles and the full involvement of front-end safety professionals; (c) ensure that the organisations concerned allocate adequate resources in terms of safety management and reporting systems; (d) ensure that the competent authority concerned allocates adequate resources to guarantee effective performance-based oversight; (e) ensure that a compliance-based prescriptive scheme is in place at all times in order to set a floor of sufficient, clear and strict standards for all organisations; (f) ensure that an effective mechanism is in place to remedy failures that may occur within the performance-based regulation and oversight system.
Amendment 432 #
2015/0277(COD)
Proposal for a regulation
Article 4 – paragraph 1 – point h – indent 1 (new)
Article 4 – paragraph 1 – point h – indent 1 (new)
- take into account interdependencies between aviation safety and socio-economic factors;
Amendment 481 #
2015/0277(COD)
Proposal for a regulation
Article 18 – paragraph 2
Article 18 – paragraph 2
Amendment 513 #
2015/0277(COD)
Proposal for a regulation
Article 25 – paragraph 2
Article 25 – paragraph 2
Amendment 526 #
2015/0277(COD)
Proposal for a regulation
Article 28 – paragraph 1 – point g – indent 1 (new)
Article 28 – paragraph 1 – point g – indent 1 (new)
- the conditions under which, taking into account the principles of Article 4, operations shall be subject to, or exempted from, the requirements applicable to commercial air transport in this Regulation and the measures taken under this Regulation, notwithstanding the definition in Article 3(23).
Amendment 532 #
2015/0277(COD)
Proposal for a regulation
Article 28 – paragraph 2
Article 28 – paragraph 2
Amendment 584 #
2015/0277(COD)
Proposal for a regulation
Article 34 – paragraph 2
Article 34 – paragraph 2
Amendment 604 #
2015/0277(COD)
Proposal for a regulation
Article 39 – paragraph 2
Article 39 – paragraph 2
Amendment 623 #
2015/0277(COD)
Proposal for a regulation
Article 44 – paragraph 2
Article 44 – paragraph 2
Amendment 640 #
2015/0277(COD)
Proposal for a regulation
Article 46 – paragraph 1
Article 46 – paragraph 1
1. Where the delegated acts adopted pursuant to Article 47 so provide with a view to achieving adequatehigh uniform levels of safety, having regard to the principles laid down in Article 4(2), the design, production, maintenance and operation of unmanned aircraft shall be subject to certification. Certificates shall be issued upon application, where the applicant has demonstrated that it complies with the rules established by the delegated acts adopted pursuant to Article 47 to ensure compliance with the essential requirements referred to in Article 45. The certificate shall specify the safety-related limitations, operating conditions and privileges.
Amendment 648 #
2015/0277(COD)
Proposal for a regulation
Article 47 – paragraph 1 – point e
Article 47 – paragraph 1 – point e
(e) the markingndatory marking, registration and identification of unmanned aircraft;
Amendment 655 #
2015/0277(COD)
Proposal for a regulation
Article 47 – paragraph 1 – point f – indent 1 (new)
Article 47 – paragraph 1 – point f – indent 1 (new)
- (g) the conditions and procedures for issuing, maintaining, amending, suspending, or revoking the certificates, or for making a declaration, for operation of unmanned aircraft shall take due account of, inter alia, weight or type of the unmanned aircraft, the nature of the operation and the area where the operation takes place;
Amendment 657 #
2015/0277(COD)
Proposal for a regulation
Article 47 – paragraph 2
Article 47 – paragraph 2
Amendment 684 #
2015/0277(COD)
Proposal for a regulation
Article 52 – paragraph 4
Article 52 – paragraph 4
4. The costs of the assistance provided by the European aviation inspectors designated by national competent authorities shall be covered by fees. To that end, the Agency shall invoice, on behalf of the national competent authority that incurred the costs, the legal or natural person which was subject to the certification and oversight activities performed by those inspectors. These costs should be based on the fees which the respective national authority would have charged. The Agency shall transfer the amount collected from that person to the national competent authority concerned.
Amendment 697 #
2015/0277(COD)
Proposal for a regulation
Article 53 – paragraph 3
Article 53 – paragraph 3
3. The Agency or a Member State, as applicable, shall only agree to the transfer of responsibilities referred to in paragraphs 1 or 2 when it is satisfied and proves that it can effectively exercise the transferred responsibility in compliance with this Regulation and the delegated and implementing acts adopted on the basis thereof, and has sufficient resources to do so.
Amendment 703 #
2015/0277(COD)
Proposal for a regulation
Article 53 – paragraph 4 – subparagraph 1
Article 53 – paragraph 4 – subparagraph 1
When a Member State intends to transfer certain responsibilities in accordance with paragraphs 1 or 2, it shall establish jointly with the Agency or with the other Member State, as applicable, a transition plan that ensures an orderly transfer of those responsibilities. The legal and natural persons, including relevant stakeholders, concerned by the transfer and, in case of a transfer referred to in paragraph 2, the Agency shall be consulted on that transition plan before it is finalised. It shall carry out jointly with the Agency or with the other Member State, as applicable, and in consultation with relevant stakeholders, an impact assessment covering, among others, any social, economic or employment repercussions.
Amendment 713 #
2015/0277(COD)
Proposal for a regulation
Article 53 – paragraph 6 – indent 1 (new)
Article 53 – paragraph 6 – indent 1 (new)
- 7. The Agency shall after consultation with the Member States, establish permanent contact points in those Member States where its presence seems necessary in order to ensure that responsibilities in the field of aviation safety are met within the scope of this regulation.
Amendment 724 #
2015/0277(COD)
Proposal for a regulation
Article 54 – paragraph 1 – subparagraph 3
Article 54 – paragraph 1 – subparagraph 3
Where the organisations referred to in the first and second subparagraph make such a request, they shall informconsult the national competent authorities of the Member States in which they have their principal places of business and obtain their approval to such a transfer of responsibilities.
Amendment 729 #
2015/0277(COD)
Proposal for a regulation
Article 54 – paragraph 2 – subparagraph 1
Article 54 – paragraph 2 – subparagraph 1
Where the Agency considers and demonstrates that it can effectively exercise the responsibilities for the certification, oversight and enforcement, as requested, in compliance with this Regulation and the delegated acts adopted on the basis thereof, it shall establish, jointly with the Member State or Member States concerned, as applicable, a transition plan that ensures an orderly transfer of those responsibilities. The organisations that requested the transfer shall be consulted on this transition plan before it is finalised, including all relevant stakeholder concerned, shall be consulted during the establishment of this transition plan before it is finalised. It shall carry out jointly with the other Member States concerned, and in consultation with relevant stakeholders, an impact assessment covering, among others, any social, economic or employment repercussions.
Amendment 782 #
2015/0277(COD)
Proposal for a regulation
Article 63 – paragraph 3 a (new)
Article 63 – paragraph 3 a (new)
3a. For the sake of improving aviation safety the agency should collect, anonymise and store safety reports and make them publicly available.
Amendment 871 #
2015/0277(COD)
Proposal for a regulation
Article 76 – paragraph 1
Article 76 – paragraph 1
1. The Member States, the Commission and the Agency shall cooperate on security matters related to civil aviation, including cyber security, with a view to ensuring thathere interdependencies between civil aviation safety and security are taken into accounexist.
Amendment 878 #
2015/0277(COD)
Proposal for a regulation
Article 76 – paragraph 2
Article 76 – paragraph 2
2. The Agency shall, upon request, provide technical assistance to the Commission in the implementation of Regulation (EC) No 300/2008 of the European Parliament and of the Council22 , including, in the performance of security inspections of aircraft and aviation systems and in the preparation of the measures to be adopted under that Regulation. __________________ 22 Regulation (EC) No 300/2008 of the European Parliament and of the Council of 11 March 2008 on common rules in the field of civil aviation security and repealing Regulation (EC) No 2320/2002 (OJ L 97, 9.4.2008, p. 72.)
Amendment 885 #
2015/0277(COD)
Proposal for a regulation
Article 76 – paragraph 3
Article 76 – paragraph 3
3. To protect civil aviation against acts of unlawful interference, the Agency may take the necessary measures under Article 65(6) and Article 66(1)(i) concerning aircraft and aviation systems. Before taking such measures, the Agency shall obtain the agreement of the Commission and consult the Member States.
Amendment 894 #
2015/0277(COD)
Proposal for a regulation
Article 76 – paragraph 3 – indent 1 (new)
Article 76 – paragraph 3 – indent 1 (new)
- New Article 77: 1. The Member States, the Commission, the Agency and other bodies, shall, cooperate on issues regarding social conditions and employment, with a view to ensuring that interdependencies between civil aviation safety and socio-economic factors are taken into account, among others in regulatory processes, as well as with a view of identifying measures to prevent socio-economic risks to aviation safety. 2. The Agency shall consult and involve relevant stakeholders when addressing such interdependencies.
Amendment 938 #
2015/0277(COD)
Proposal for a regulation
Article 90 – paragraph 4
Article 90 – paragraph 4
4. The Executive Board shall be composed of the Chairperson of the Management Board, twoone representatives of the Commission, one representative of the European Parliament and six other members appointed by the Management Board from among its members with the right to vote. The Chairperson of the Management Board shall also be the Chairperson of the Executive Board. The Executive Director shall take part in the meetings of the Executive Board, but shall not have the right to vote. The Advisory Board may appoint one of its members as observer.
Amendment 995 #
2015/0277(COD)
Proposal for a regulation
Article 117 – paragraph 5
Article 117 – paragraph 5
5. A delegated act adopted pursuant to Article 2(3)(d), Article 18, Article 25, Article 28, Article 34, Article 39, Article 44, Article 47, Article 50, Article 51(10), Article 52(5), Article 72(4) and Article 115(1)this regulation shall enter into force only if no objection has been expressed either by the European Parliament or the Council within a period of two months of notification of that act to the European Parliament and the Council or if, before the expiry of that period, the European Parliament and the Council have both informed the Commission that they will not object. That period shall be extended by two months at the initiative of the European Parliament or the Council.
Amendment 1002 #
2015/0277(COD)
Proposal for a regulation
Article 123 – paragraph 1 – point 4
Article 123 – paragraph 1 – point 4
Regulation (EC) No 1008/2008
Article 13
Article 13
Amendment 1054 #
2015/0277(COD)
Proposal for a regulation
Annex V – point 1 – point 1.1
Annex V – point 1 – point 1.1
1.1. A flight must not be performed if the crew members and, as appropriate, all other operations personnel involved in its preparation and execution are not familiar with applicable laws, regulations and procedures, pertinent to the performance of their duties, prescribed for the areas to be traversed, the aerodromes planned to be used and the air navigation facilities relating thereto. As a general rule, direct employment should be the standard model of employment for crew members. Non- direct employment should be limited to specific temporary operational needs.
Amendment 1093 #
2015/0277(COD)
Proposal for a regulation
Annex IX – point 2 – paragraph 2 – introductory part
Annex IX – point 2 – paragraph 2 – introductory part
The following requirements must be met to ensure a satisfacthigh uniforym level of safety for people on the ground and other airspace users during the operation of the unmanned aircraft, taking into account the level of risk of the operation as necessary:
Amendment 1098 #
2015/0277(COD)
Proposal for a regulation
Annex IX – point 2 – paragraph 2 – point 2.3 – paragraph 2
Annex IX – point 2 – paragraph 2 – point 2.3 – paragraph 2
A person operating an unmanned aircraft shall possess the required knowledge and skills necessary to ensure the safety of the operation and proportionate to the risk associated with the type of operation. For operations of a commercial nature and operations for which a certificate or declaration is required, this person shall be issued an unmanned aircraft pilot license, upon application, when the applicant has demonstrated to comply with the rules established by delegated acts adopted pursuant to Article 47(1)(d). This person shall also demonstrate medical fitness, if this is necessary to mitigate the risks involved in the operation concerned.
Amendment 73 #
2015/0009(COD)
Proposal for a regulation
Recital 23
Recital 23
(23) Given the need for urgent action within the Union, the EIB and the EIF may have financed additional projects, outside of their usual profile, in the course of 2015 before the entry into force of this Regulation. In order to maximise the benefit of the measures provided for in this Regulation, it should be possible for such additional projects to be included within the EU guarantee coverage in the event that they fulfil the substantive criteria set out in this Regulation and that they present a higher risk-return profile than those targeted by the EIB to ensure additionality over existing operation.
Amendment 77 #
2015/0009(COD)
Proposal for a regulation
Recital 27
Recital 27
(27) In order to cover the risks related to the EU guarantee to the EIB, a guarantee fund should be established. The guarantee fund should be constituted by a gradual payment from the Union budget. The guarantee fund should subsequently also receive rRevenues and repayments from projects that benefit from EFSI support and amounts recovered from defaulting debtors where the guarantee fund has already honoured the guarantee to the EIB should be used to fund rail infrastructure grants in accordance with Regulations (EU) Nos 1316/2013 and 1315/2013.
Amendment 78 #
2015/0009(COD)
Proposal for a regulation
Recital 28 a (new)
Recital 28 a (new)
(28a) Over time, the Union budget's contribution to the guarantee fund should be authorised by the European Parliament and the Council as part of the annual budgetary procedure. In the process, if necessary, the budgetary authority should make use of all surpluses and flexibility mechanisms under the Regulation laying down the multiannual financial framework for the years 2014- 2020.
Amendment 79 #
2015/0009(COD)
Proposal for a regulation
Recital 28 b (new)
Recital 28 b (new)
(28b) So that available margins, unused resources, surpluses and other funding sources referred to in Article 8 of the Regulation can be used outside heading 1a of the 2014-2020 multiannual financial framework, too, the budget lines accommodating the European guarantee fund should be divided up among headings 1a, 1b and 2.
Amendment 80 #
2015/0009(COD)
Proposal for a regulation
Recital 28 c (new)
Recital 28 c (new)
(28c) Financing of the guarantee fund, as regards both commitments and payments, must be reassessed at the end of 2016 as part of the mid-term review of the multiannual financial framework (under Article 2 of Council Regulation (EU, Euratom) No 1311/2013). Amounts taken from the budget until then, from existing programmes under heading 1a, 1b or 2, must be reinstated in full.
Amendment 82 #
2015/0009(COD)
Proposal for a regulation
Recital 29
Recital 29
Amendment 93 #
2015/0009(COD)
Proposal for a regulation
Recital 34
Recital 34
(34) To ensure accountability to European citizens, the EIB, the Chairperson of the EFSI Steering Group and the Managing Director of the EFSI Investment Committee should regularly report to the European Parliament and the Council on the progress and impact of the EFSI.
Amendment 101 #
2015/0009(COD)
Proposal for a regulation
Article 2 – paragraph 1 – subparagraph 4
Article 2 – paragraph 1 – subparagraph 4
The EFSI Agreement shall provide that remuneration attributable to the Union from EFSI supported operations shall be provided following the deduction of payments due to calls on the EU guarantee and, subsequently, costs in accordance with the third subparagraph of paragraph 2 and with Article 5(3) in order to fund rail infrastructure grants in accordance with Regulations (EU) Nos 1316/2013 and 1315/2013 and with the TEN-T annual work programmes.
Amendment 106 #
2015/0009(COD)
Proposal for a regulation
Article 3 – paragraph 1 – subparagraph 1 (new)
Article 3 – paragraph 1 – subparagraph 1 (new)
The Chairperson together with the Managing Director of the Investment Committee, as referred to in Article 3, paragraph 4, shall speak at least once a year in a joint hearing of the Committees in the European Parliament to give a progress report of the EFSI activities.
Amendment 110 #
2015/0009(COD)
Proposal for a regulation
Article 3 – paragraph 2 – subparagraph 1
Article 3 – paragraph 2 – subparagraph 1
For as long as the only contributors to the EFSI are the Union and the EIB, the number of members and votes within the Steering Board shall be allocated based on the respective size of contributions in the form of cash or guaranteeSteering committee shall consist of five members of which four should be appointed by the European Commission and one by the EIB. The Steering Board shall elect a Chairperson from among its members for a renewable fixed term of three years.
Amendment 112 #
2015/0009(COD)
Proposal for a regulation
Article 3 – paragraph 5 – subparagraph 1
Article 3 – paragraph 5 – subparagraph 1
The EFSI Agreement shall provide that the EFSI shall have an Investment Committee, which shall be responsible for examining potential operations in line with the EFSI investment policies and approving the support of the EU guarantee for operations : 1.in line with Article 5, 2. In line with the overall objectives of Regulation (EU) No 1316/2013 and Regulation (EU) No 1315/2013 as well as the TEN-T annual work programmes 3. with a proven economic, societal and sustainable added value regarding the promotion of jobs, skills, innovation and competiveness in the European Union, which could not have been carried out with existing EU funds and instruments. 4. irrespective of their geographic location.
Amendment 132 #
2015/0009(COD)
Proposal for a regulation
Article 5 – paragraph 2 – subparagraph 1 – point a
Article 5 – paragraph 2 – subparagraph 1 – point a
(a) development of infrastructure, including in the areas of transport, particularly in industrial centres; energy, in particular energy interconnections; and digital infrastructuretransport infrastructure, particularly in industrial centres;
Amendment 173 #
2015/0009(COD)
Proposal for a regulation
Article 8 – paragraph 5 – subparagraph 2 a (new)
Article 8 – paragraph 5 – subparagraph 2 a (new)
The necessary appropriations to achieve the initial target amount shall be gradually authorised by both the European Parliament and the Council within the framework of the annual budgetary procedures up to the year 2020
Amendment 191 #
2015/0009(COD)
Proposal for a regulation
Article 18
Article 18
Amendments to Regulation (EU) No Regulation (EU) No 1291/2013 is hereby amended as follows: (1) In Article 6, paragraphs 1, 2 and 3 are replaced by the following: ' 1. The financial envelope for the implementation of Horizon 2020 is set at EUR 74 328,3 million in current prices, of which a maximum of EUR 71 966,9 million shall be allocated to activities under Title XIX TFEU. The annual appropriations shall be authorised by the European Parliament and by the Council within the limits of the multiannual financial framework. 2. The amount for activities under Title XIX TFEU shall be distributed among the priorities set out in Article 5(2) of this Regulation as follows: (a) Excellent science, EUR 23 897,0 million in current prices; (b) Industrial leadership, EUR 16 430,5 million in current prices; (c) Societal challenges, EUR 28 560,7 million in current prices. The maximum overall amount for the Union financial contribution from Horizon 2020 to the specific objectives set out in Article 5(3) and to the non-nuclear direct actions of the JRC shall be as follows: (i) Spreading excellence and widening participation, EUR 782,3 million in current prices; (ii) Science with and for society, EUR 443,8 million in current prices; (iii) Non-nuclear direct actions of the JRC, EUR 1 852,6 million in current prices. The indicative breakdown for the priorities and specific objectives set out in Article 5(2) and (3) is set out in Annex II. 3.The EIT shall be financed through a maximum contribution from Horizon 2020 of EUR 2 361,4 million in current prices as set out in Annex II. ' (2) Annex II is replaced by the text set out in Annex I to this Regulation.rticle 18 deleted 1291/2013
Amendment 194 #
2015/0009(COD)
Proposal for a regulation
Article 19
Article 19
Amendment to Regulation (EU) No In Article 5 of Regulation (EU) No 1316/2013, paragraph 1 is replaced by the following: ‘ 1. The financial envelope for the implementation of the CEF for the period 2014 to 2020 is set at EUR 29 942 259 000 (*) in current prices. That amount shall be distributed as follows: (a) transport sector: EUR 23 550 582 000, of which EUR 11 305 500 000 shall be transferred from the Cohesion Fund to be spent in line with this Regulation exclusively in Member States eligible for funding from the Cohesion Fund; (b) telecommunications sector: EUR 1 041 602 000; (c) energy sector: EUR 5 350 075 000. These amounts are without prejudice to the application of the flexibility mechanism provided for under Council Regulation (EU, Euratom) No 1311/2013(*). (*) Council Regulation (EU, Euratom) No 1311/2013 of 2 December 2013 laying down the multiannual financial framework for the years 2014-20 (OJ L 347, 20.12.2013, p. 884). ’rticle 19 deleted 1316/2013
Amendment 26 #
2014/2244(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Emphasises that EU-wide personal mobility is a prerequisite for the exercise of basic freedoms and that people should therefore be able to access comprehensive information about multimodal and cross- border transport links for seamless door-to- door travel and to make the necessary reservations and payments online. Notes that in most of the Member States the option of purchasing tickets for national, cross-border and international journeys within the EU via the Internet or mobile application is still lacking. Geo-blocking should not be permitted;
Amendment 37 #
2014/2244(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Notes that consumers should at all times be given transparent pricing information; stresses therefore that reservation and payment systems should clearly indicate the total ticket price for any selected journey, including compulsory elements such as taxes and charges; underlines the importance of allowing for a variety of payment options for purchasing travel tickets; calls upon the EU and Member States to do more to restrict fees for the use of credit cards or other reasonable forms of payment for public transport services;
Amendment 38 #
2014/2244(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Underlines the need for data formats and data exchange protocols to become more consistent, as these standards have to be interoperable, produced and shared in machine-readable formats, as a minimum measure;
Amendment 42 #
2014/2244(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Welcomes efforts in both the public and private sectors to introduce journey planners together with the required open standards and interfaces, but notes that many such services cover only specific regions or countries and that few are multimodal; calls therefore for all the stakeholthe transport services providers to focus more closely on providing multimodal, cross-border journey planners with tailored ticketing arrangements linking long- distance and local transport;
Amendment 59 #
2014/2244(INI)
Motion for a resolution
Paragraph 6 – indent 1
Paragraph 6 – indent 1
– to introduce, by 2020 at the latest, in close cooperation with the representatives of the transport sector, national timetable and fares information systems on the basis of open interfaces linking the timetablesravel data for regional and local urban public transport operated by both private and publicly owned companies, and to update such systems on a regular basis,
Amendment 63 #
2014/2244(INI)
Motion for a resolution
Paragraph 6 – indent 3
Paragraph 6 – indent 3
– to make provision by 2024 at the latest, on the basis of open interfaces, for the national timetable and fares information systems, with real-time information on local public transport operators’ timetables, to be networked on a cross-border basis;
Amendment 73 #
2014/2244(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Shares the Commission’s view that fair and equal access for service providers to comprehensive, multimodal real-time transport and travel data is a prerequisite for EU-wide multimodal travel information, planning and ticketing services, and calls on the Commission to circulate a proposal requiring all providers to make available, on fair and equal terms, all the information needed for putting in place more comprehensive services and thereby enabling travellers to choose between the most sustainable, best-value or fastest connections, without prejudice to the economic interests of the operatotransport service providers involved;
Amendment 87 #
2014/2244(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Urges that a platform be established, involving all the stakeholransport service providers, to develop feasible arrangements inter alia for the phased introduction of EU-wide interoperable electronic ticketing systems and forto identify and addressing the problems of distributing ticket-sales income and of cost-sharing in the event of disputes between contracted parties;.
Amendment 103 #
2014/2244(INI)
Motion for a resolution
Paragraph 11
Paragraph 11
11. Emphasises the crucial importance, in terms of social mobility, of transport being accessible, and of equal access to transport for all; calls for more attention to be paid to the needs of people with disabilities or limited mobility in relation to access to travel information before and during journeys; , ticketing options and reservation and payment systems, including the ability to reserve wheelchair spaces; welcomes the Commission's European Accessibility Act Roadmap and the potential for legislative action to remove economic and social barriers facing people with disabilities; urges the Commission to tackle barriers to transport as part of its efforts to improve accessibility;
Amendment 122 #
2014/2244(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Stresses the importance of ensuring that new and emerging modes of transport, such as bicycle schemes and car pools, can also be included in systems for integrated multimodal travelling;
Amendment 124 #
2014/2244(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Underscores the importance of data protection, and calls for clear conditions to be laid down for the use and transmission of data, particularly in respect of personal data, which should be processed and used only in ‘anonymised’ form. The purchase and payment of tickets via mobile and internet applications should be available without need of registration into the system;
Amendment 129 #
2014/2244(INI)
Motion for a resolution
Paragraph 15 c (new)
Paragraph 15 c (new)
15c. Stresses the need for more and better promotion and showcasing of the more than a hundred multimodal journey planners that are already available in cities, regions and on the national level in the EU, calls also for efforts promoting the interconnection of these services;
Amendment 109 #
Amendment 130 #
2014/2243(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Supports the Commission's intention to remove the 150kg threshold defining the certifying competences between EASA and national authorities; notes that existing national regulations for RPAS of less than 150kg should be analysed and integrated in the new European regulatory framework
Amendment 18 #
2014/2242(INI)
Motion for a resolution
Recital A a (new)
Recital A a (new)
Aa. whereas cities are often very unequal places, with extreme divisions between rich and poor, and with inadequate attention given to the needs of disabled people, the elderly, children and others who are vulnerable;
Amendment 25 #
2014/2242(INI)
Motion for a resolution
Recital B
Recital B
B. whereas about 50 % of journeys in urban areas are shorter than 5 km and could possibly therefore mostly be made on foot or by bicycle or, public/collective transport; or any other means of transport prioritising sustainability concerns;
Amendment 46 #
2014/2242(INI)
Motion for a resolution
Recital D
Recital D
D. whereas the increased use of diesel in transport, especially engines of older generations and those without particle filters, is one of the main causes of high particulate concentration in EU cities;
Amendment 53 #
2014/2242(INI)
Motion for a resolution
Recital E
Recital E
E. whereas 73% of European citizens consider road safety to be a serious problem in cities and more than 30 % of road fatalities and serious injuries happening in urban areas, caused mainly by ca are mainly caused by cars; often involving Vulnerable Road Users (VRUs), such as pedestrians, cyclists, motorcyclists and moped riders;
Amendment 55 #
2014/2242(INI)
Motion for a resolution
Recital E a (new)
Recital E a (new)
Ea. whereas a disproportionately high proportion of deaths and serious accidents in urban areas are caused by heavy goods vehicles, and that there is still a major concern about the risks and consequences of such vehicles sharing city road space with cyclists and other vulnerable road users, even where HGVs meet optimum safety design standards;
Amendment 70 #
2014/2242(INI)
Motion for a resolution
Recital F a (new)
Recital F a (new)
Fa. whereas there has for many years been a serious under-investment in public transport infrastructures across the EU as a whole and at the same time there is a huge increase needed in funding requirements to 2040 and beyond in both capital and revenue for sustainable urban transport;
Amendment 80 #
2014/2242(INI)
Motion for a resolution
Paragraph 1 b (new)
Paragraph 1 b (new)
1b. Recognises that it is critical that Member States take responsibility for appropriate technical requirements applicable to urban infrastructure and therefore calls on the Commission to encourage best practice exchange and guidance for tackling urban mobility challenges; calls for initiatives to monitor traffic and to promote multimodal public transport, smart parking solutions and intermodal ticketing facilities; notes that improving availability of free or low-cost broadband, cellular networks, Wi-Fi and other digital services on public transport services and at stations, would improve personal mobility and also be of considerable benefit for tourists and visitors;
Amendment 105 #
2014/2242(INI)
Motion for a resolution
Paragraph 3
Paragraph 3
3. Invites cities to define transport mode hierarchies based on the needs of pedestrians first and foremost, followed by cyclists, public transport, business and logistics, and private-car users, giving preference to more sustainable means of transport while taking into account local conditions;
Amendment 129 #
2014/2242(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Invites the Member States to take preventive measures, in accordance with the precautionary principle, to improve air quality in cities and to guarantee pollutant concentrations below the levels set in the World Health Organisation guidelines, in particular by providing free public transport or, by alternating traffic or by promoting the retrofitting of diesel engines with particulate filters;
Amendment 157 #
2014/2242(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on the Member States to reduchalve the use of cars running on tradi"conventionally fuelled" cars in urban areas by 2030, and to ban themeliminate their use by 2050 on a gradual basis; calls on the Member States to support pilot projects that will encourage greater use of electric vehicles and alternative advanced biofuel vehicles; points out that the increased demand for electric vehicles will lead to the establishment of more "public charging points"; underlines that this will help to achieve EU targets for a reduction of 60% greenhouses gas emission by 2050;
Amendment 223 #
2014/2242(INI)
Motion for a resolution
Paragraph 11 b (new)
Paragraph 11 b (new)
11b. Insists that urban mobility should also be considered as a means to fight poverty and social exclusion, and that the European agenda on urban mobility should also focus on the social dimension; recalls that the objectives of the Commission's proposal can only be achieved if cities' representatives and key stakeholders participate in the decision process and the exchange of experiences and best practices; urges Member States to encourage citizen's participation, through innovative communication strategies and methods, in the conception and planning of sustainable urban mobility plans (SUMP), and including encouraging representatives and stakeholders from areas on urban outskirts and areas facing economic and social challenges to participate actively;
Amendment 225 #
2014/2242(INI)
Motion for a resolution
Subheading 3
Subheading 3
Amendment 237 #
2014/2242(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. stresses the need for reconceptualization of parking spaces for private vehicles in urban areas; underlines that parking spaces currently occupy space which could otherwise be made available for pedestrians, cyclists and other sustainable means of transport; calls for the consideration and development of appropriate pricing schemes for parking spaces that make it less attractive to park private vehicles in inner cities while at the same time promoting better connectivity of suburban parking spaces with rail or public transport services through e.g. so-called "park and ride" options;
Amendment 268 #
2014/2242(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Emphasises that affordable public transport is an essential element for inclusive public services and for securing access to jobs; recalls that due to high housing costs many workers must live in more suburban areas and face long and expensive commutes; calls on the Commission to promote initiatives such as "single and multimodal mobility passes" for all means of transport within a coherent territorial level, such as an urban agglomeration, metropolitan city or at a regional level, and with progressive or flat rate fares where appropriate; in this regard, underlines the lack so far, of a strong EU position on the importance of public transport in all Member States;
Amendment 275 #
2014/2242(INI)
Motion for a resolution
Paragraph 14 a (new)
Paragraph 14 a (new)
14a. Is convinced that decent public transport services play important role in tackling problems of congestion and noise in the cities by promoting a shift from individual private vehicles to public transport;
Amendment 320 #
2014/2242(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Believes that innovative green urban logistics is of the utmost importance for solving congestion and environmental problems in cities, and that logistics should be based on sustainable modes of transport such as cargo bikes, electric vans, clean inland vessels, trams and buses;
Amendment 336 #
2014/2242(INI)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Points out that shopping centres are focal points for increased road traffic and congestion problems, and believes that they should be linked up to efficient public transport and smart home delivery services avoiding additional traffic;
Amendment 383 #
2014/2242(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Invites the Member States and local authorities to rethink speed management in cities and to introduce a default speed limit of 30 km/h in housing areas and around schools, educational and social facilities by 2020;
Amendment 426 #
2014/2242(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
25. Recalls the ‘use of revenues' principle with regard to road charging, and requests that 50 % of Eurovignette revenue be dedicated to improving urban mobility, thereby promoting more sustainable means of transport, and that 75 % of urban tolls be used for developing and maintaining sustainable urban transport infrastructure;
Amendment 496 #
2014/2242(INI)
Motion for a resolution
Paragraph 30 a (new)
Paragraph 30 a (new)
30a. Promotes the development and implementation of Intelligent Transport Systems (ITS) to further improve road safety and decrease congestion such as e.g. intelligent traffic signal systems;
Amendment 497 #
2014/2242(INI)
Motion for a resolution
Paragraph 30 b (new)
Paragraph 30 b (new)
30b. Supports research and development in the area of autonomous driving to retrieve further clarification as to how such an innovative means could potentially contribute to safer and more efficient transport in the European Union;
Amendment 53 #
2014/2238(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Calls on the Commission to submit a tax harmonisation proposal which would shift the tax burden from labour to consumption and take account ofincome from capital and to assets and inheritances, while also taking account of consumption and the environmental impact of goods and services;
Amendment 29 #
2014/2228(INI)
Draft opinion
Recital B a (new)
Recital B a (new)
B a. Whereas in certain areas some convergence may be possible without undermining the respective levels of protection in the EU and the US (e.g. mutual recognition of emission standards for motor vehicles), in some cases, the differences are so significant that they seem unlikely to be bridged (e.g. cosmetics or medical devices) and in other areas, the main differences are a result of diverging approaches to risk analysis and risk management which may also be difficult to bridge (e.g. food and nutrition sector)
Amendment 86 #
2014/2228(INI)
Draft opinion
Recital D c (new)
Recital D c (new)
D c. whereas universal health systems are part of the European social model and Member States have the competence for the management and organisation of health services and medical care;
Amendment 236 #
2014/2228(INI)
Draft opinion
Paragraph 5 – indent 3 e (new)
Paragraph 5 – indent 3 e (new)
- affect the organisation of the health systems and their regulatory mechanisms in the Member States
Amendment 264 #
2014/2228(INI)
Draft opinion
Paragraph 6
Paragraph 6
6. Is strongly opposed to the inclusion of ISDS in the TTIP, as ISDS risks fundamentally undermining the sovereign rights of the EU, its Member States and regional and local authorities to adopt regulations on public health, food safety and the environment;
Amendment 312 #
2014/2228(INI)
Draft opinion
Paragraph 7 e (new)
Paragraph 7 e (new)
7 e. Highlights that any proposed clause should be thoroughly reviewed and assessed with a view to its potential impact on the regulatory acquis and the EU's freedom to pursue non-economic policy goals in the future and calls on the Commission to assess any proposed clause with a view to its necessity and whether the purported aim could be reached equally well through other means
Amendment 314 #
2014/2228(INI)
Draft opinion
Paragraph 7 g (new)
Paragraph 7 g (new)
7 g. Encourages the Commission to support the work on alternative methods to animal testing and to push for the progressive phase-out of animal tests worldwide and calls on the Commission to encourage closer future cooperation on animal welfare issues
Amendment 371 #
2014/2228(INI)
Motion for a resolution
Paragraph 1 – point b – point iv a (new)
Paragraph 1 – point b – point iv a (new)
(iva) a horizontal exemption clause should be introduced in order to preserve the right of the EU and its Member States to take decisions, in accordance with the principle of subsidiarity, on all existing and future measures for all obligations in relation to the provision of services by local authorities, and to independently take decisions across all sectors;
Amendment 400 #
2014/2228(INI)
Motion for a resolution
Paragraph 1 – point b – point vi
Paragraph 1 – point b – point vi
(vi) to ensure an adequate carve-out of sensitive services such as public services and public utilities (including water, health, social security systems and education) allowing national and local authorities enough room for manoeuvre to legislate in the public interest; an explicit exception – based on Art. 14 TFEU in conjunction with Protocol 26 – should be anchored in the treaty for these services, irrespective of who provides them, the manner in which they are provided and how they are funded; a joint declaration reflecting negotiators’ clear commitment to exclude these sectors from the negotiations would be very helpful in this regard;
Amendment 18 #
2014/2040(BUD)
Draft opinion
Paragraph 8 a (new)
Paragraph 8 a (new)
Amendment 1301 #
2014/0100(COD)
Proposal for a regulation
Annex II – part IV – point 2.2.4 – point b – point iii – indent 1
Annex II – part IV – point 2.2.4 – point b – point iii – indent 1
– algae, including seaweed and lithothamnium
Amendment 12 #
2014/0012(COD)
Proposal for a regulation
Recital 3 a (new)
Recital 3 a (new)
(3a) The results of the test procedure that provides the basis of EC type approval emissions regulations should reflect emission levels observed in real driving conditions. Therefore, emission control systems and test cycles should be designed in real driving conditions, especially in urban areas where driving conditions are much more transient than the regulatory test cycle.
Amendment 26 #
2014/0012(COD)
Proposal for a regulation
Article 1 – point 2 a (new)
Article 1 – point 2 a (new)
Regulation (EC) No 715/2007
Article 5 – paragraph 1
Article 5 – paragraph 1
(2a) Article 5(1) is amended as follows: "The manufacturer shall equip vehicles so that the components likely to affect emissions are designed, constructed and assembled so as to enable the vehicle, in normal usereal driving conditions, to comply with this Regulation and its implementing measures. The manufacturer shall ensure the effectiveness of emission control systems by complying with a Conformity Factor that reflects only the possible tolerances of the emissions measurement procedure."
Amendment 28 #
2014/0012(COD)
Proposal for a regulation
Article 1 – point 3 a (new)
Article 1 – point 3 a (new)
Regulation (EC) No 715/2007
Article 5 – paragraph 3 – point a
Article 5 – paragraph 3 – point a
Amendment 30 #
2014/0012(COD)
Proposal for a regulation
Article 1 – point 3 b (new)
Article 1 – point 3 b (new)
Regulation (EC) No 715/2007
Article 5 – paragraph 3 – point i a (new)
Article 5 – paragraph 3 – point i a (new)
Amendment 33 #
2014/0012(COD)
Proposal for a regulation
Article 1 – point 5 – point a
Article 1 – point 5 – point a
Regulation (EC) No 715/2007
Article 14 – paragraph 1 – introductory part
Article 14 – paragraph 1 – introductory part
1. Without lowering the level of environmental protection within the Union, the Commission shall be empowered to adopt delegated acts in accordance with Article 14a, if appropriate, propose legislative measures concerning:
Amendment 9 #
2013/2945(RSP)
Motion for a resolution
Citation 9
Citation 9
– having regard to the fact that accession negotiations with Turkey were opened on 3 October 2005 and that the opening of such negotiations is the starting point for a long- lasting and open-ended process based on fair and rigorous conditionality and the commitment to reform, with the common goal of full EU membership as soon as the membership criteria' are fulfilled,
Amendment 14 #
2013/2945(RSP)
Motion for a resolution
Citation 12
Citation 12
– having regard to the fact that full compliance with the Copenhagen criteria and EU integration capacity, in accordance with the conclusions of the December 2006 European Council meeting, remains the basis for accession to the EU,
Amendment 52 #
2013/2945(RSP)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Believes that a renewed mutual engagement in the context of the negotiation process is needed to maintain a constructive relationship; stresses the importance of creating the conditions for a constructive dialogue and the foundations for a common understanding;
Amendment 67 #
2013/2945(RSP)
Motion for a resolution
Paragraph 3
Paragraph 3
3. StressWelcomes the importance of achieving a common understanding between Turkey and the EU on the relevance for both the EU and Turkey of the readmission agreement and the roadmap leading to visa liberalisation; recalls that Turkey is one of the key transit countries for irregular migration to the EU and therefore calls on Turkey to sign and implement the readmission agreement without further delay; calls on the Commission in parallel to take steps towards visa liberalisationsignature by Turkey of the readmission agreement on 16 December 2013 , which enables the launch of the roadmap leading to visa liberalisation; welcomes the establishment of the General Directorate of Migration Management with the enacted Law on Foreigners and International Protection; recalls that Turkey is one of the key transit countries for irregular migration to the EU and stresses the clear benefits of facilitating access to the EU for business people, academics, students and representatives of civil society;
Amendment 101 #
2013/2945(RSP)
Motion for a resolution
Paragraph 4 a (new)
Paragraph 4 a (new)
4a. Is concerned about the undermining of the separation of powers in the aftermath of the discovered alleged corruption cases and condemns the dismissal of police officers investigating the corruption cases; calls on the government to respect the rule of law and the independence of the judiciary and to actively support the investigations on corruption cases; is strongly concerned about the on-going defamation campaign against the Turkish Judiciary;
Amendment 111 #
2013/2945(RSP)
Motion for a resolution
Paragraph 6
Paragraph 6
6. CommendsRegrets the dissolution of the Conciliation Committee for reaching consensus on 60 constitutional amendmentsafter the third absence of the Government's party without excuse and calls on its Memberall parties to continue their work on a new Constitution for Turkey as this is essential for the reform process in Turkey; stresses the importance of achieving consensus in the framework of the constitutional reform process on an effective system of separation of powers and an inclusive definition of citizenship; underlines that Turkey, as a Member State of the Council of Europe, could benefit from active dialogue with the Venice Commission on the constitutional reform process; stresses that the rules governing the election and composition of the High Council of Judges and Prosecutors should be fully in line with the criteria of the Venice Commission;
Amendment 125 #
2013/2945(RSP)
Motion for a resolution
Paragraph 7
Paragraph 7
7. Welcomes the democratisation package presented by the Government on 30 September 2013 and calls on the Government to duly consult the opposition and relevant civil society organisations in the preparation of the implementing legislation and to continue with its reform efforts towards revision of the electoral system, including the lowering of the 10% threshold, and the adequate inclusion of all components of Turkish society; calls on the Government to ensure that the legislation on hate crimes offers protection for all citizens, including minorities and LGBTI; regrets the absence of vital issues in the reform package such as the rights of the Alevite community and calls the government to address relevant matters in this regard without delay;
Amendment 15 #
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 Councilto be completed by 2030;
Amendment 23 #
2013/2134(INI)
Draft opinion
Paragraph 3
Paragraph 3
3. Welcomes the fact that several Member States have adopted major labour market reforms aimed at improving the resilience of the labour market, introducing more internal and external flexibility, reducing segmentation and facilitating transition between jobs; stresses the need, as part of these reforms, to introduce a minimum wage in the individual Member States which is tailored to the strength of the country’s economy in order to avoid precarious and degrading employment situations;
Amendment 17 #
2013/2113(INI)
Draft opinion
Paragraph 3 b (new)
Paragraph 3 b (new)
3b. Points out that the strict rules on recycling electrical goods in Europe often result in a large proportion of electrical waste being recycled in West Africa in circumstances which are highly detrimental to humans and the natural world; calls for stricter monitoring in the EU in order to prevent this practice in the future;
Amendment 20 #
2013/2113(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas the sharp decline in the use of plastic bags in Ireland highlights the effectiveness of a plastic bag levy, and whereas measures of this kind make a crucial contribution to the avoidance of plastic waste;
Amendment 63 #
2013/2074(INI)
Motion for a resolution
Paragraph 1 a (new)
Paragraph 1 a (new)
1a. Considers that, notably in relation to the allegations of corruption against former Health Commissioner John Dalli, the EU itself, including in particular the European Anti-Fraud Office (OLAF), needs to proceed with even greater transparency in cases where corruption is suspected, so as to be credible in the eyes not only of the European public but also of the Union’s international partners;
Amendment 76 #
2013/2074(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Recalls, moreover, the need to prevent corrupt techniques such as inflation of project costs (by deliberately delaying project realisation), payments for fictitious projects and workers, inappropriate and corrupt use of economic and/or industrial offsets, outright stealing of state funds, inflated travel expenses and bribes, among other things, in the implementation of EU- funded projects; insists, therefore, on the need to monitor the entire length of the EU-funding chain, including policy- making and regulation, planning and budgeting, financing, fiscal transfers, management and programme development, tendering and procurement, construction, operation and maintenance and payment for services;
Amendment 4 #
2013/2043(INI)
Motion for a resolution
Recital C a (new)
Recital C a (new)
Ca. whereas large online retail market operators in particular are causing a massive price squeeze in the logistics sector, to the obvious detriment of working conditions for delivery operators in a number of Member States;
Amendment 61 #
2013/2034(INI)
Motion for a resolution
Paragraph 1 – point l
Paragraph 1 – point l
(l) to cooperate with multilateral and bilateral partners towards adding more robust and effective pressure in order to put an immediate end to violence in Syria; to explore with partners, especially the US, Turkey and the League of Arab States, all options with regard to the implementation of the principle of the R2P in order to assist the Syrian people and to halt the bloodshed; to put pressure on the Syrian government to allow the swift provision of humanitarian assistance and full access to humanitarian organisations; to call on international partners to honour their financial pledges concerning refugee aid so that the UNHCR and other organisations can offer Syrians in exile effective assistance;
Amendment 75 #
2013/2034(INI)
Motion for a resolution
Paragraph 1 – point n
Paragraph 1 – point n
(n) to work closely with partners towards achieving an Arms Trade Treaty that sets the highest common standards for the regulation of the international trade in arms - in particular in the light of the human rights situation in the recipient countries - and the combating of illicit trafficking, thus reducing human suffering and improving international peace and security;
Amendment 60 #
2013/2013(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Notes that fundamental rights remain a key subject of the petitions submitted, notably raising issues related to the rights of persons with disabilities, children’s rights, property rights, the right of free of movement without discrimination on any grounds, the protection of freedom of expression and privacy, freedom of association, and the right of access to documents and information; calls on Member States to correctly apply and respect those rights as set out in the Treaty and calls on the European Commission to take the necessary measures to oblige non- compliant Member States to close the gap between national laws and the fundamental rights of EU citizens;
Amendment 76 #
2013/2013(INI)
Motion for a resolution
Paragraph 5
Paragraph 5
5. Repeats its previous calls to Member States to ensure freedom of movement for all EU citizens and their families, without discrimination on grounds of sexual orientation or nationality; repeats its call to Member States to implement fully the rights granted under Articles 2 and 3 of Directive 2004/38/EC not only to different- sex spouses, but also to the registered partner, member of the household or partner with whom an EU citizen has a duly attested, stable relationship, including members of same-sex couples, on the basis of the principles of mutual recognition, equality, non-discrimination, dignity and respect for private and family life; calls on the Commission, in that connection, to ensure that the directive is strictly applied and that Treaty infringement proceedings are brought where necessary against Member States which fail to apply it;
Amendment 7 #
2013/2009(INI)
Motion for a resolution
Recital B a (new)
Recital B a (new)
(Ba) whereas the Erasmus Programme in particular, which since 1987 has made it possible for more than 2.2 million Union citizens to study abroad, can make an especially positive contribution to cross- border worker mobility after the study period too;
Amendment 83 #
2013/2009(INI)
Motion for a resolution
Paragraph 12
Paragraph 12
12. Calls on the Commission strongly to support the Erasmus programme; notes that since its inception in 1987 the Erasmus programme has enabled more than 2.2 million students to be mobile within the EU, and hapoints out that the extensive use made of this exchange programme and the fact that the aim of the first European citizens’ initiative is to increase budgets for exchange programmes madke a significant contribution to mobility in European higher educationit clear that this is a most important issue for Union citizens;
Amendment 2 #
2013/2006(INI)
Draft opinion
Paragraph 1
Paragraph 1
1. Welcomes the fact that industrial policy has moved to the centre of political attention in the EU; stresses that a solid real economy with a strong industrial base is essential for a wealthy and economically successful Union, and serves as the best cure formain counterbalance to a financial market which is prone to crises and recession;
Amendment 35 #
2013/2006(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Underlines that industrial policy should be guided by the principle of ‘equal pay for equal work’, both for men and women and for different kinds of contract; believes that professional qualifications and fair wages are not exclusively matters of social policy, but are also preconditions for growth, innovation and investment;
Amendment 21 #
2013/0344(COD)
Proposal for a directive
Recital 3
Recital 3
(3) While the application of Directive 2003/87/EC continues to be based on arrival at or departure from aerodromes in the Union, in order to be a simple and workable means to limit the application of regional market-based measures for the 7 years until a global market-based measure begins operation, the percentages have been calculated by Eurocontrol on the basis of the proportion of the Great Circle Distance between the main airports in the EEA and in third countries that is not more than 12 miles beyond the furthest point of EEA coastline. Since the Union does not consider that a global market-based measure should be based on actual airspace considerations, as compared to the arrival or departure from aerodromes, the relevance of the percentages is limited to the period up to 2020. If a global market- based measure is not agreed at ICAO’s 39th Assembly, then from 1 January 2017 this derogation expires and the full ETS comes back into force.
Amendment 44 #
2013/0344(COD)
Proposal for a directive
Article 1 – point 1
Article 1 – point 1
Directive 2003/87/EC
Article 28 – paragraph 1 – point b
Article 28 – paragraph 1 – point b
(b) emissions from flights to and from countries outside the European Economic Area (EEA) in each calendar year between 2014 and 202016 where the operator of such flights has surrendered allowances in respect of the percentages of their verified emissions from those flights listed in accordance with Annex IIc, or calculated in accordance with paragraph 6;
Amendment 57 #
2013/0344(COD)
Proposal for a directive
Article 1 – point 1
Article 1 – point 1
Directive 2003/87/EC
Article 28 a – Paragraph 4
Article 28 a – Paragraph 4
4. By way of derogation from Article 3d(3), the number of allowances to be auctioned by each Member State in respect of the period from 2013 to 202016 shall be reduced to correspond with its share of attributed aviation emissions resulting from the application of Article 28(a) to (c).
Amendment 67 #
2013/0344(COD)
Proposal for a directive
Article 1 – point 1
Article 1 – point 1
Directive 2003/87/EC
Article 28 a – paragraph 7 – second subparagraph
Article 28 a – paragraph 7 – second subparagraph
In the event that a global measure will not apply from 2020, that report shall consider the appropriate scope for coverage of emissions from activity to and from countries outside the EEA from 202016 onwards in the continued absence of such a global measure. In its report, the Commission shall also consider solutions to other issues that may arise in the application of paragraphs 1 to 4, while preserving equal treatment for all operators on the same route.
Amendment 72 #
2013/0344(COD)
Proposal for a directive
Annex 1 – paragraph 1
Annex 1 – paragraph 1
Directive 2003/87/EC
Annex II c – paragraph 6
Annex II c – paragraph 6
For the period 2014 to 202016, and without prejudice to the global market-based measure applying from 2020, the percentage applicable to flights between EEA Member countries and countries which are developing countries and whose share of total revenue ton kilometres of international civil aviation activities is less than 1% shall be zero. Countries considered to be developing for the purposes of this proposal are those which benefit at the time of adoption of this proposal from preferential access to the Union market in accordance with Regulation (EU) No 978/2012 of the European Parliament and of the Council, that is those which are not classified in 2013 by the World Bank as high-income or upper-middle income countries.]
Amendment 8 #
2013/0303(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) Article 8 of Regulation (EC) No 718/1999 provides for measures that encourage owner-operators to join trade associations, but not for measures that strengthen the organisationsocial partners representing inland waterway transport at Union level, whereas stronger Union-wide organisationsocial partners can help to mitigate fragmentation in the sector.
Amendment 10 #
2013/0303(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
Regulation No. 718/1999
Article 8 – indent 2
Article 8 – indent 2
– organise vocational training or retraining schemes for crew members leaving the industry, as well as making provision for early retirement and providing relevant information;
Amendment 12 #
2013/0303(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
– encourage adaptation of vessels to technical progress in order to improve working conditions and promote safetyhealth and safety at work,
Amendment 15 #
2013/0303(COD)
Proposal for a regulation
Article 1 – paragraph 1
Article 1 – paragraph 1
Regulation (EC) No. 718/1999
Article 8 – indent 6 a (new)
Article 8 – indent 6 a (new)
– use the reserve fund to enhance the multiplier effect of European Union grants and European Investment Bank (EIB) funding instruments for activities relating to vessel innovation, conversion programmes and other measures to increase marine engine fuel efficiency and improve air quality. The Commission should suggest ways of promoting these objectives through reserve fund leverage and using existing Union funds such as the 'Connecting Europe Facility'.
Amendment 170 #
2013/0186(COD)
Proposal for a regulation
Article 3 – paragraph 3 – introductory part
Article 3 – paragraph 3 – introductory part
3. Without prejudice to paragraph 1, tThe national supervisory authorities shall be legally distinct and independent from any other public or private entityindependent in terms of their organisation, functioningding decisions, legal structure and decision-making from any air navigation service provider.
Amendment 272 #
Amendment 304 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 1 – introductory part
Article 7 – paragraph 1 – introductory part
1. Member States shall ensure the provision of air traffic services on an exclusive basis within specific airspace blocks in respect of the airspace under their responsibility. For this purpose, Member States shall individually or collectively, designate one or more air traffic service provider(s)designate an air traffic service provider holding a valid certificate or declaration in the Union. The air traffic service providers shall fulfill the following conditions:
Amendment 305 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 1 – point a
Article 7 – paragraph 1 – point a
(a) they shall hold a valid certificate or a valid declaration as referred to in Article 41 of Regulation (EU) 2018/1139 and an economic certificate in accordance with Article 6(1).
Amendment 312 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 1 – subparagraph 1
Article 7 – paragraph 1 – subparagraph 1
Amendment 318 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 1 a (new)
Article 7 – paragraph 1 a (new)
1a. For the provision of cross-border services, Member States shall ensure that compliance with this Article and Article 18 10(3) is not prevented by their national legal system requiring that air traffic service providers providing services in the airspace under the responsibility of that Member State
Amendment 321 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point a
Article 7 – paragraph 2 – point a
(a) be owned directly or through a majority holding by theat designating Member State or its nationals;
Amendment 322 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point b
Article 7 – paragraph 2 – point b
(b) have their principal place of operation or registered office in the territory of the designatingat Member State;
Amendment 323 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 2 – point c
Article 7 – paragraph 2 – point c
(c) use only facilities in theat designating Member State.
Amendment 327 #
2013/0186(COD)
Proposal for a regulation
Article 7 – paragraph 3
Article 7 – paragraph 3
3. Member States shall specify the rights and obligations to be met by the air traffic service providers , designated individually or jointly. The obligations shall include conditions for making available relevant data enabling all aircraft movements to be identified in the airspace under their responsibility.
Amendment 351 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 1 – subparagraph 1
Article 8 – paragraph 1 – subparagraph 1
Where this enables cost-efficiency gains to the benefit of airspace users, Member States shallmay allow airport operators to procure terminal air traffic services for aerodrome control under market conditions.
Amendment 369 #
2013/0186(COD)
Proposal for a regulation
Article 8 – paragraph 3
Article 8 – paragraph 3
3. Where CNS, AIS, ADS, MET and terminal air traffic services for approach and aerodrome control are decided to be procured under market conditions Member States shall take all necessary measures to ensure that the provision of en route air traffic services is separated in terms of organisation from the provision of CNS, AIS, ADS, MET and terminal air traffic services and that the requirement concerning the separation of accounts referred to in Article 25(3) is respected.
Amendment 419 #
2013/0186(COD)
Proposal for a regulation
Article 10 – paragraph 2 – subparagraph 1
Article 10 – paragraph 2 – subparagraph 1
The Commission may add additional key performance areas for performance target setting or monitoring purposes, where necessary to improve performance before each reference period in accordance with the examination procedure referred to in Article 37(3).
Amendment 465 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 1 – introductory part
Article 13 – paragraph 1 – introductory part
1. The designated air traffic service providers for en route air traffic services shall,National Supervisory Authorities shall draw up for each reference period, adopt draft performance plans in respect of all the en route air navigation services which they provide and, where applicable, procure from other providers.
Amendment 471 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 1 – subparagraph 1
Article 13 – paragraph 1 – subparagraph 1
The draft performance plans shall be adopted after the setting of Union-wide performance targets and before the start of the reference period concerned. They shall contain performance targets for en route air navigation services in the key performance areas of the environment, capacity and cost-efficiency, consistent with the Union-wide performance targets. Those draft performance plans shall take account of the European ATM Master Plan. The draft performance plans shall be made publicly available.
Amendment 473 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 2
Article 13 – paragraph 2
2. The draft performance plans for en route air navigation services referred to in paragraph 1 shall include relevant information provided by the Network Manager. Before adopting those draft plans, designated air traffic service providerthe National Supervisory Authorities shall consult airspace users’ representatives and, where relevant, military authorities, airport operators and airport coordinators. The designated air traffic service providers shall also submit those plans to the national competent authority responsible for their certification, which shall verify the compliance with Regulation (EU) 2018/1139 and the delegated and implementing acts adopted on the basis thereof.
Amendment 483 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – introductory part
Article 13 – paragraph 3 – introductory part
3. Draft pPerformance plans for en route air navigation services shall contain performance targets for en route air navigation serviceshall contain performance targets that are consistent with the respective Union-wide performance targets in all key performance areas and fulfil the additional conditions laid down in the third subparagraph.
Amendment 487 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 1 – introductory part
Article 13 – paragraph 3 – subparagraph 1 – introductory part
Consistency of performance targets for en route air navigation service with Union- wide performance targets shall be established according towhen one of the following criteria is met:
Amendment 488 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 1 – point a
Article 13 – paragraph 3 – subparagraph 1 – point a
Amendment 489 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 1 – point b
Article 13 – paragraph 3 – subparagraph 1 – point b
(b) evaluation of performance improvements over time, for the reference period covered by the performance plan, and additionally for the overall period comprising both the preceding reference period andfor the reference period covered by the performance plan;
Amendment 491 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 1 – point c
Article 13 – paragraph 3 – subparagraph 1 – point c
(c) comparison of the planned level of performance of the air trafficnavigation service provider concerned with other air trafficnavigation service providers being part of the same benchmark group.
Amendment 493 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 2 – introductory part
Article 13 – paragraph 3 – subparagraph 2 – introductory part
In addition, the draft performance plan must comply with the following conditions: shall take into account the key assumptions applied as a basis for target setting and measures intended to achieve the targets during the reference period and shall be complete in terms of data and supporting material.
Amendment 494 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 2 – point a
Article 13 – paragraph 3 – subparagraph 2 – point a
Amendment 495 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 2 – point b
Article 13 – paragraph 3 – subparagraph 2 – point b
Amendment 496 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 3 – subparagraph 2 – point c
Article 13 – paragraph 3 – subparagraph 2 – point c
Amendment 497 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 4
Article 13 – paragraph 4
Amendment 503 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 5
Article 13 – paragraph 5
5. The draft performance plans for en route air navigation services referred to in paragraph 1, including where relevant the allocation of costs between en route and terminal air navigation servicesreferred to in paragraph 1, shall be submitted to the Agency acting as PRB for assessment and approval.
Amendment 505 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 6
Article 13 – paragraph 6
Amendment 517 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 7 – introductory part
Article 13 – paragraph 7 – introductory part
7. The Agency acting as PRB shall assess the performance targets for en route air navigation services and the performance plans according to the criteria and conditions set out in paragraph 3. Where paragraph 6 applies, this assessment shall take place after a dec and subject to the provisions on the allocation of costs has been taken in accordance with the fourth subparagraph of paragraph 6f Article 14 and Article 15 of Commission Implementing Regulation (EU) 2019/317.
Amendment 521 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 7 – subparagraph 1
Article 13 – paragraph 7 – subparagraph 1
Amendment 522 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 7 – subparagraph 2
Article 13 – paragraph 7 – subparagraph 2
Amendment 526 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 8
Article 13 – paragraph 8
Amendment 531 #
Amendment 555 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 10
Article 13 – paragraph 10
10. Draft performance plans approved by the Agency acting as PRBCommission shall be adopted by the designated air traffic service providersNational Supervisory Authority concerned as definitive plans, and shall be made publicly available.
Amendment 559 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 11 – introductory part
Article 13 – paragraph 11 – introductory part
11. The Agency acting as PRB shall issue regular reports, within the time limits referred to in the implementing acts to be adopted in accordance with Article 18, on the monitoring of performance of en route air navigation services and network functions, including regular assessments of the achievement of the en route Union- wide performance targets and of performance targets for en route air navigation services for air trafficfor air navigation service providers and making the results of those assessments publicly available.
Amendment 562 #
2013/0186(COD)
Proposal for a regulation
Article 13 – paragraph 11 – subparagraph 1
Article 13 – paragraph 11 – subparagraph 1
Amendment 572 #
Amendment 644 #
2013/0186(COD)
Proposal for a regulation
Article 15
Article 15
Amendment 708 #
2013/0186(COD)
Proposal for a regulation
Article 21 – paragraph 2 – introductory part
Article 21 – paragraph 2 – introductory part
Amendment 740 #
2013/0186(COD)
Proposal for a regulation
Article 22 – paragraph 5
Article 22 – paragraph 5
5. Charges shallmay be modulated to encourage air navigation service providers, airports and airspace users to support improvements in environmental performance, or service quality such as increased use of sustainable alternative fuels, increased capacity, reduced delays and sustainable development, while maintaining an optimum safety level, in particular for implementing the European ATM Master Plan. The modulation shall consist of financial advantages or disadvantages and shall be revenue neutral for air traffic service providers.
Amendment 790 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 2 – point a
Article 26 – paragraph 2 – point a
(a) the design and management of the European airspace structures ;route network
Amendment 798 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 3 – point a
Article 26 – paragraph 3 – point a
(a) Coordination of the optimisation of airspace design for the network and facilitation of delegation of air traffic services provision through co- operation with the air traffic service providers and Member State authorities;
Amendment 802 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 3 – point b
Article 26 – paragraph 3 – point b
(b) managementfacilitation of the delivery of air traffic control capacity in the network as set out in the binding Network Operations Plan (NOP);
Amendment 806 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 3 – point d
Article 26 – paragraph 3 – point d
(d) coordination of air traffic flow and capacity management;
Amendment 810 #
2013/0186(COD)
Proposal for a regulation
Article 26 – paragraph 3 – point e
Article 26 – paragraph 3 – point e
(e) the managementcoordination of the planning, monitoring and coordination of implementation activities of the deployment of infrastructure in the European ATM network, in accordance with the European ATM Master Plan, taking into account operational needs and associated operational procedures;
Amendment 863 #
2013/0186(COD)
Proposal for a regulation
Article 29 – paragraph 1
Article 29 – paragraph 1
The air traffic service providers shall establish consultation mechanisms to consult the relevant airspace users and aerodrome operators on all major issues related to services provided, including relevant changes to airspace configurations, or strategic investments which have a relevant impact on air traffic management and air navigation service provision and/or charges. The airspace users shall also be involved in the process of approving strategic investment plans. The Commission shall adopt measures detailing the modalities of the consultation and of the involvement of airspace users in approving investment plans. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 37 (3).
Amendment 22 #
2013/0165(COD)
Proposal for a regulation
Recital 8
Recital 8
(8) The mandatory equipping of vehicles with the eCall in-vehicle system should be without prejudice to the right of all stakeholders such as car manufacturers and independent operators to offer additional emergency and/or added value services, in parallel with or building on the 112-based eCall in-vehicle system. However, theseany additional services should be designed not to increase driver distraction. and should be in line with the applicable data privacy protection legislation. It must also be ensured that the efficient work of emergency call centres is under no circumstances hampered by vehicle manufacturers' parallel emergency services.
Amendment 130 #
2013/0157(COD)
Proposal for a regulation
Recital 6
Recital 6
Amendment 137 #
2013/0157(COD)
Proposal for a regulation
Recital 7
Recital 7
(7) In the interest of efficient, safe and environmentally sound port management, the managing body of the port should be able to require that port service providers can demonstrate that they meet minimum requirements to perform the service in an appropriate way. These minimum requirements should be limited toinclude a clearly defined set of conditions concerning the professional qualifications of the operators, including in terms of training, and the equipment required insofar as these requirements are transparent, non- discriminatory, objective and relevant for thprotection of social and employment conditions, the equipment required, maritime safety standards and environmental requirements. These minimum requirements should serve only to improve the situation in a given port and do not constitute pgrovision of the port serviceunds for a reduction in standards.
Amendment 151 #
2013/0157(COD)
Proposal for a regulation
Recital 13
Recital 13
Amendment 167 #
2013/0157(COD)
Proposal for a regulation
Recital 19
Recital 19
(19) Member States should retain the power to ensure an adequate level of social protection for the staff of undertaking providing port services. This Regulation shall not affect the application of the social and labour rules of the Member States. In cases of limitation and shall take into account Article 28 of the numbCharter of port service providers,Fundamental Rights of the European Union. In cases where the conclusion of a port service contract may entail a change of port service operator, it should be possible for theMember States or competent public authorities to askshould require the chosen service operator to apply the provisions of Council Directive 2001/23/EC on the approximation of the laws of the Member States relating to the safeguarding of employees' rights in the event of transfers of undertakings, businesses or parts of undertakings or businesses11 . __________________ 11 OJ L 82, 22.3.2001, p. 16.
Amendment 244 #
Amendment 281 #
2013/0157(COD)
Proposal for a regulation
Article 2 – point 2 a (new)
Article 2 – point 2 a (new)
2 a. ‘competent authority’ means any public competent authority or group of public competent authorities of a Member State or Member States, under whose jurisdiction a port or ports are established;
Amendment 348 #
2013/0157(COD)
Proposal for a regulation
Article 4 – paragraph 2 – point c a (new)
Article 4 – paragraph 2 – point c a (new)
(c a) social requirements, including but not limited to health and safety obligations, fair terms of employment, decent living and working conditions including social protection and professional training, and the respect of collective bargaining agreements.
Amendment 551 #
2013/0157(COD)
Proposal for a regulation
Article 12 – paragraph 2 – introductory part
Article 12 – paragraph 2 – introductory part
2. Where the managing body of the port that receives public funds provides port services itself or dredging, it shall keep the accoany public funtds of each port service activityreceived fully transparent and separate from its other accounts of its otivities in ther activitiescounting system, in such a way that:
Amendment 597 #
2013/0157(COD)
Proposal for a regulation
Article 14 – paragraph 4
Article 14 – paragraph 4
4. Without prejudice to paragraph 3, port infrastructure charges may vary in accordance with commercial practices related to frequentthe port’s economic strategy and the port’s spatial planning policy, related to certain categories of users, or in order to promote a more efficient use of the port infrastructure, short sea shipping or a high environmental performance, energy efficiency or carbon efficiency of transport operations. The criteria used for such a variation shall be relevant, objective, transparent and non- discriminatory and in due respect of the competition rules. The resulting variation shall in particular be available to all relevant port service users on equal terms.
Amendment 78 #
2013/0105(COD)
Proposal for a directive
Recital 7
Recital 7
(7) Longer vehicles may be used in cross- border transport if the two Member States concerned already allow it and if the conditions for derogation under Article 4(3), (4) or (5) of the Directive are met. The European Commission has already provided guidance on the applicWithin the European Union, cross- border transport operations using vehicles or combinations of Article 4 of the Directive. The transport operations referred to in Article 4(4) do not have a significant impact on international competition if the cross- border use remains limited to two Member States where the existing infrastructure and the road safety requirements allow it. This balances the Member States’ right under the principle of subsidiarity to decide on transport solutions suited to their specific circumstances with the need to prevent such policies from distorting the internal market. The provisions of Article 4 (4) are clarified in this respectvehicles whose dimensions and weights exceed those set out in Annex I should not be permitted.
Amendment 138 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – introductory part
Article 1 – paragraph 1 – point 2 – introductory part
Directive 96/53/EC
Article 4 – paragraph 4 – subparagraph 2 a (new)
Article 4 – paragraph 4 – subparagraph 2 a (new)
(2) In Article 4 is amended as follows: (4), the following subparagraph is inserted after the second subparagraph: ‘Without prejudice to Member States’ rights laid down in Acts on Accession to the Union, international transport operations carried out by vehicles or vehicle combinations with dimensions deviating from those laid down in Annex I shall be prohibited. Member States that have already permitted such deviations in vehicle dimensions may continue to do so in respect of national transport operations.’
Amendment 144 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point a
Article 1 – paragraph 1 – point 2 – point a
Amendment 152 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b
Article 1 – paragraph 1 – point 2 – point b
Amendment 171 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 2 – point b a (new)
Article 1 – paragraph 1 – point 2 – point b a (new)
Directive 96/53/EC
Article 4 – paragraph 5
Article 4 – paragraph 5
(ba) Article 4(5) is replaced by the following: ‘(5) Member States may allow vehicles or vehicle combinations incorporating new technologies or new concepts which cannot comply with one or more requirements of this Directive to be used for a trial period subject to the following conditions: - the transport operations in question shall be confined to strictly designated local areas within the territory of the Member State in question; - the duration of the trial shall be limited to 24 months; - the trial shall be scientifically monitored and the trial vehicles’ impact shall be studied in relation to the following aspects: infrastructure, road safety, modal shift, compatibility with existing combined transport provision, the environment, drivers’ working conditions and public acceptance; - an official report on the conduct of the trial and the findings of the scientific monitoring shall be submitted to the Commission annually; - the Commission shall publish these reports. Member States shall give the Commission advance notice of trials that they intend to conduct. The Commission shall ensure that the trials are permissible having regard to the conditions outlined above. The Commission shall refuse to allow trials which are incompatible with this Directive or with the rules of international competition. The Commission shall inform the European Parliament of its decisions in this regard.’
Amendment 186 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 96/53/EC
Article 8 – paragraph 1
Article 8 – paragraph 1
With the aim of improving the aerodynamic performance of vehicles or combinations of vehicles, vehicles or combinations of vehicles equipped with such devices thatand meeting the criteria set out below may exceed the maximum lengths provided for in point 1.1 of Annex I, provided that the use of the vehicles or parts thereof (e.g. semi-trailers or swap bodies) in combined transport systems is not adversely affected. The only purpose of these exceedances is to allow the addition to the rear of vehicles or vehicle combinations of devices increasing their aerodynamic characteristics.
Amendment 201 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 6
Article 1 – paragraph 1 – point 6
Directive 96/53/EC
Article 8 – paragraph 2 – indent 2 – point iv a (new)
Article 8 – paragraph 2 – indent 2 – point iv a (new)
(iva) the length of the device shall not exceed the 500 mm limit stipulated in point 1.1 of Annex I.
Amendment 226 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 7
Article 1 – paragraph 1 – point 7
Directive 96/53/EC
Article 9 – paragraph 1
Article 9 – paragraph 1
In the aim of improving the aerodynamic performance and road safety of vehicles or combinations of vehicles, vehicles or combinations of vehicles that meet the criteria set out in paragraph 2 below may exceed the maximum lengths provided for in point 1.1 of Annex I by up to 400 mm, provided that this does not detract from the suitability of vehicles or vehicle components (such as the cab) for combined transport purposes. The main purpose of these exceedances is to allow the construction of tractor cabs improving the aerodynamic characteristics of vehicles or combinations of vehicles, and improving road safety.
Amendment 273 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 10
Article 1 – paragraph 1 – point 10
Directive 96/53/EC
Article 11 – paragraph 1 – second part
Article 11 – paragraph 1 – second part
For the purposes of this Article, and of point 2.2.2(c) of Annex I, an intermodal or combined transport operation shall include at least rail, river or sea transport at least. It shall also include a road section for its initial and/or terminal journey. Each of these road sections shall be less than 30150 km as the crow flies in the territory of the European Union or just as far as the closest terminals between which there is a regular service. A transport operation shall also be regarded as intermodal transport if it uses intra- European short sea shipping, regardless of the lengths of the initial and terminal road journeys. The initial road journey and the terminal road journey for an operation using intra-European short sea shipping takes place from the point where the goods are loaded to the nearest appropriate seaport for the initial leg, and/or where appropriate between the nearest appropriate seaport and the point where the goods are unloaded for the final leg.
Amendment 352 #
2013/0105(COD)
Proposal for a directive
Article 1 – paragraph 1 – point 16 – point c
Article 1 – paragraph 1 – point 16 – point c
Directive 96/53/EC
Annex I – point 2.3.1 – indent 3
Annex I – point 2.3.1 – indent 3
two-axle buses: 19.5 tonnes
Amendment 48 #
2013/0081(COD)
Proposal for a directive
Recital 15
Recital 15
(15) The extension and deepening of the Bologna process launched through the Bologna Declaration has led to the progressive convergence of higher education systems in participating countries but also beyond them. This is because national authorities have supported the mobility of students and academic staff, and higher education establishments have integrated it in their curricula. This needs to be reflected through improved intra- Union mobility provisions for students. Making European higher education attractive and competitive is one of the objectives of the Bologna declaration. The Bologna process led to the establishment of the European Higher Education Area. Streamlining the European higher education sector has made it more attractive for students who are third- country nationals to study in Europe. The involvement of numerous third countries in the Bologna process and Union student mobility programmes makes the introduction of harmonised and simplified mobility rules for nationals of the countries concerned essential.
Amendment 109 #
2013/0072(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) In order to increase legal certainty for air carriers and passengers, a more precise definition of the concept of “extraordinary circumstances” is needed, which takes into account the judgement of the European Court of Justice in the case C-549/07 (Wallentin-Hermann). Such a definition should be further clarified via a non- exhaustivefinal list of circumstances that are clearly identified as extraordinary or not.
Amendment 148 #
2013/0072(COD)
Proposal for a regulation
Recital 20
Recital 20
(20) Passengers should not only be correctare entitled to be accurately informed about their rights in cases of flight disruption, but they should also be adequately informedcancellation, delay, or denied boarding, as well as about the cause of the disruption itselfchange, as soon as the information becomes available. This information should also be provided where the passenger has acquired the ticket through an intermediary established in the Union.
Amendment 406 #
2013/0072(COD)
Proposal for a regulation
Article 1 – paragraph 1 – point 8
Article 1 – paragraph 1 – point 8
Regulation (EC) No 261/2004
Article 8 – paragraph 5
Article 8 – paragraph 5
Where passengers choose the option referred to in paragraph 1(b), they shall, subject to availability, have the right to re- routing via another air carrier or another mode of transport where the operating air carrier cannot transport the passenger on its own services and in time to arrive at the final destination within 12 hours of the scheduled arrival time. The air carrier shall inform the passenger, within five hours of the scheduled departure time, whether it will transport the passenger on its own services within the time limit. Notwithstanding Article 22(1) of Regulation (EC) No 1008/200823, the other air carrier or other transport operator shall not charge the contracting carrier a price that goes beyond the average price paid by its own passengers for equivalent services in the last three months. __________________ 23 OJ L 293, 31.10.2008, p. 3.
Amendment 559 #
2013/0072(COD)
Proposal for a regulation
Annex 1
Annex 1
Regulation (EC) 261/2004
Annex 1 – introductory part
Annex 1 – introductory part
'Annex: non-exhaustive list of circumstances considered as extraordinary circumstances for the purposes of this Regulation
Amendment 59 #
2013/0029(COD)
Proposal for a directive
Recital 6 a (new)
Recital 6 a (new)
(6a) In order to secure sufficient and fair competition within the European railway area, it is necessary not only to guarantee non-discriminatory access to infrastructure but also to integrate national rail networks and strengthen the regulatory bodies. This strengthening should take the form of extending the competent regulatory bodies' powers and developing a network of regulatory bodies which would in future be a key operator in the regulation of the EU rail transport market.
Amendment 71 #
2013/0029(COD)
Proposal for a directive
Recital 8
Recital 8
(8) In order to ensure equal access to the infrastructure, any conflicts of interest resulting from integrated structures encompassingintegrated structures should be shaped in such a way that no conflicts of interest emerge between infrastructure management and transport activities should be removed. Removing potential incentives to discriminate against competitors is the only way to guarantee equal access to the railway infrastructure. It is a requirement for the successful opening of the market for domestic passenger transport services by rail. This should also remove the potential for cross-subsidisation, which exists in such integrated structures, and which also leads to market distortions.
Amendment 75 #
2013/0029(COD)
Proposal for a directive
Recital 9
Recital 9
Amendment 85 #
2013/0029(COD)
Proposal for a directive
Recital 10
Recital 10
(10) The existing requirements of Directive 2012/34/EU only include legal, organisational and decision-making independence. This does not entirely exclude the possibility of maintaining an integrated undertaking, as long as these three categories of independence are ensured. Concerning the decision-makingProvided these three categories of independence it must bare 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 possibilie vertical integration of undertakings does not contradict the objectives for discriminatory behaviour towards competitors which exist in the presence of a vertically integrated undertaking. In particular, the potential forof the common legal framework. The rules against cross- subsidisation still exists in integrated structures, or at least it is very difficult for regulatory bodies to control and enforce safeguards which are established to prevent such cross-subsidisation. An institutional separation of infrastructure management and transport operation is the most effective measure to solve these problemhould be monitored and implemented by the regulatory bodies.
Amendment 92 #
2013/0029(COD)
Proposal for a directive
Recital 11
Recital 11
Amendment 102 #
2013/0029(COD)
Proposal for a directive
Recital 12
Recital 12
(12) Where Member States still maintain an infrastructure manager which is part of a vertically integrated undertaking, they should at least introduce strict safeguards to guarantee effective independence of the entire infrastructure manager in relation to the integrated undertaking. These safeguards should not only concern the corporate organisation of the infrastructure manager in relation to the integrated undertaking, but also the management structure of the infrastructure manager, and, as far as possible within an integrated structure, prevent financial transfers between the infrastructure manager and the other legal entities of the integrated undertaking. These safeguards do not only correspond to what is necessary to fulfil the existing requirements of decision-making independence of the essential functions under Directive 2012/34/EU, in terms of management independence of the infrastructure manager, but go beyond those requirements by adding clauses to exclude that incomes of the infrastructure manager may be used to fund the other entities within the vertically integrated undertaking. The Member States therefore remain obliged to secure compliance with these independence criteria. This should be achieved chiefly by appropriate regulation which does not jeopardise the infrastructure undertakings’ refinancing options or contradict the undertakings’ principle of trading as a commercial enterprise. This should apply independently of the application of fiscal legislation of Member States and without prejudice to EU state aid rules.
Amendment 107 #
2013/0029(COD)
Proposal for a directive
Recital 13
Recital 13
Amendment 156 #
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 – paragraph 2
Article 3 – paragraph 2
Amendment 188 #
Amendment 196 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 3
Article 1 – point 3
Amendment 252 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 a, 7 b, 7 c
Article 7 a, 7 b, 7 c
Amendment 253 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 4
Article 1 – point 4
Directive 2012/34/EU
Article 7 a
Article 7 a
4. The following Articles 7 a to 7 e are inserted: ‘Article 7a Effective independence of the infrastructure manager within a vertically integrated undertaking 1. Member States shall ensure that the infrastructure manager shall be organised in a body which is legally distinct from any railway undertaking or holding company controlling such undertakings and from any other legal entities within a vertically integrated undertaking. 2. Legal entities within the vertically integrated undertaking that are active in railway transport services markets shall not have any direct or indirect shareholding in the infrastructure manager. Nor shall the infrastructure manager have any direct or indirect shareholding in any legal entities within the vertically integrated undertaking active in railway transport services markets. 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 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. 4. Without prejudice to Article 8(4), the infrastructure manager shall raise funds on the capital markets independently and not via other legal entities within the vertically integrated undertaking. Other legal entities within the vertically integrated undertaking shall not raise funds via the infrastructure manager. 5. The infrastructure manager shall keep detailed records of any commercial and financial relations with the other legal entities within the vertically integrated undertaking and make them available to the regulatory body upon request, in accordance with Article 56(12). Article 7b Effective independence of the staff and management of the infrastructure manager within a vertically integrated undertaking 1. Without prejudice to the decisions of the regulatory body under Article 56, the infrastructure manager shall have effective decision-making powers, independent from the other legal entities within the vertically integrated undertaking, with respect to all the functions referred to in Article 3(2). The overall management structure and the corporate statutes of the infrastructure manager shall ensure that none of the other legal entities within the vertically integrated undertaking shall determine, directly or indirectly, the behaviour of the infrastructure manager in relation to these functions. 2. The members of the management board and senior staff members of the infrastructure manager shall not be in the supervisory or management boards or be senior staff members of any other legal entities within the vertically integrated undertaking. The members of the supervisory or management boards and senior staff members of the other legal entities within the vertically integrated undertaking shall not be in the management board or be senior staff members of the infrastructure manager. 3. The infrastructure manager shall have a Supervisory Board which is composed of representatives of the ultimate owners of the vertically integrated undertaking. The Supervisory Board may consult the Coordination Committee referred to under Article 7d on issues under its competence. Decisions regarding the appointment and renewal, working conditions including remuneration, and termination of the office of the management board members of the infrastructure manager shall be taken by the Supervisory Board. The identity and the conditions governing the duration and the termination of office of the persons nominated by the Supervisory Board for appointment or renewal as members of the management board of the infrastructure manager, and the reasons for any proposed decision terminating the office, shall be notified to the regulatory body referred to in Article 55. Those conditions and the decisions referred to in this paragraph shall become binding only if the regulatory body has expressly approved them. The regulatory body may object to such decisions where doubts arise as to the professional independence of a person nominated for the management board or in the case of premature termination of office of a member of the management board of the infrastructure manager. Effective rights of appeal to the regulatory body shall be granted for members of the management board who wish to enter complaints against the premature termination of the office. 4. For a period of three years after leaving the infrastructure manager, members of the Supervisory Board or management board and senior staff members of the infrastructure manager shall not be entitled to hold any senior position with any other legal entities within the vertically integrated undertaking. For a period of three years after leaving those other legal entities within the vertically integrated undertaking, their supervisory or management boards' members and senior staff members shall not be entitled to hold any senior position with the infrastructure manager. 5. The infrastructure manager shall have its own staff and be located in separate premises from the other legal entities within the vertically integrated undertaking. Access to information systems shall be protected to ensure the independence of the infrastructure manager. Internal rules or staff contracts shall clearly limit contacts with the other legal entities within the vertically integrated undertaking to official communications connected with the exercise of the functions of the infrastructure manager which are also exercised in relation to other railway undertakings outside the vertically integrated undertaking. Transfers of staff other than those referred to under point (c) between the infrastructure manager and the other legal entities within the vertically integrated undertaking shall only be possible if it can be ensured that sensitive information will not be passed on between them. 6. The infrastructure manager shall have the necessary organisational capacity to perform all of its functions independently from the other legal entities within the vertically integrated undertaking and shall not be allowed to delegate to these legal entities the operation of these functions or any activities related to them. 7. The members of the supervisory or management boards and senior staff of the infrastructure manager shall hold no interest in or receive any financial benefit, directly or indirectly, from any other legal entities within the vertically integrated undertaking. Performance-based elements of their remuneration shall not depend on the business results of any other legal entities within the vertically integrated undertaking or any legal entities under its control, but exclusively on those of the infrastructure manager. Article 7c Procedure of verification of compliance 1. Upon request of a Member State or on its own initiative, the Commission shall decide whether infrastructure managers which are part of a vertically integrated undertaking fulfil the requirements of Article 7a and Article 7b and whether the implementation of these requirements is appropriate to ensure a level playing field for all railway undertakings and the absence of distortion of competition in the relevant market. 2. The Commission shall be entitled to require all necessary information within a reasonable deadline from the Member State where the vertically integrated undertaking is established. The Commission shall consult the regulatory body or bodies concerned and, if appropriate, the network of regulatory bodies referred to in Article 57. 3. Member States may limit the rights of access provided for in Article 10 to railway undertakings which are part of the vertically integrated undertaking to which the infrastructure manager concerned belongs, if the Commission informs Member States that no request has been made in accordance with paragraph 1 or pending the examination of the request by the Commission or if it decides, in accordance with the procedure referred to in Article 62(2), that: (a) no adequate replies to the Commission information requests in accordance with paragraph 2 have been made, or (b) the infrastructure manager concerned does not fulfil the requirements set out in Articles 7a and 7b, or (c) the implementation of requirements set out in Articles 7a and 7b is not sufficient to ensure a level playing field for all railway undertakings and the absence of distortion of competition in the Member State where the infrastructure manager concerned is established. The Commission shall decide within a reasonable period of time. 4. The Member State concerned may request the Commission to repeal its decision referred to in paragraph 3, in accordance with the procedure referred to in Article 62(2), when that Member State demonstrates to the satisfaction of the Commission that the reasons for the decision do not exist any longer. The Commission shall decide within a reasonable period of time. 5. Without prejudice to paragraphs 1 to 4, the on-going compliance with the requirements set out in Articles 7a and 7b shall be monitored by the regulatory body referred to in Article 55. Any applicant shall have the right to appeal to the regulatory body if it believes that these requirements are not complied with. Upon such an appeal, the regulatory body shall decide, within the time-limits indicated in Article 56(9), on all the necessary measures to remedy the situation.article 7a is inserted : Article 7 a Requirements for the independence and transparency of infrastructure managers 1. The infrastructure manager shall keep detailed records of any commercial and financial relations with the other legal entities within the vertically integrated undertaking and make them available to the regulatory body upon request, in accordance with Article 56(12). 2. Control agreements in which the share- holders of infrastructure managers are granted influence in decisions taken at such undertakings on track access and usage charges, or on the general terms and conditions for usage of infrastructure, are not admissible. 3. Financial flows generated at integrated companies from charges for the use of railway infrastructure are to be disclosed within the framework of external reporting. This is to include demands on the return on capital of the infrastructure managers. 4. Costs incurred by the infrastructure managers for internal services rendered are to be charged appropriately and in line with market prices. 5. The planned development of average usage charges for the individual transport modes (rail freight, long-distance passenger rail and regional passenger rail) including any foreseeable developments is to be disclosed within fluctuation margins for a five-year planning period and updated annually. Major deviations in the updates from planning for the previous year are to be indicated separately and justified. Major deviations in the development of usage charges from the development of production prices require special explanation by the respective infrastructure manager. 6. It has to be ensured that, on a multi- annual average, any profits arising at the infrastructure managers do not exceed the costs of the capital injected into these companies. The balance between equity and external capital is to be taken into account. The maximum return on capital is subject to regulation. (Articles 7b and 7c of the COM proposal are deleted.)
Amendment 492 #
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 contingency plans to provide assistance to passengers, in the sense of Article 18 of Regulation (EC) No 1371/2007, taking account of the Commission Decision of 21 December 2007 on technical specifications for interoperability as regards 'persons of reduced mobility', in the event of a major disruption to services.
Amendment 500 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 7 a (new)
Article 1 – point 7 a (new)
Directive 2012/34/EU
Article 19 - point d a new
Article 19 - point d a new
7a. In paragraph 19, the following point is added: '(da) have given a commitment to apply the respective representative collective agreements of the Member States in which the undertaking wishes to operate, in order to prevent undesirable social developments. The principle of the same pay for the same work in the same place must apply. The competent regulatory body shall monitor compliance with this provision.'
Amendment 523 #
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 g a and g b (new)
Article 56 – paragraph 1 - points g a and g b (new)
The following points are added in Article 56(1): '(ga) scheduled maintenance (gb) unscheduled maintenance'
Amendment 527 #
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(2) is replaced by the following: '2. Without prejudice to the powers of the national competition authorities to safeguard competition on rail transport markets, the regulatory body shall be entitled to monitor the situation with regard to competition on rail transport markets; it shall in particular check on its own initiative the points referred to in paragraph 1, letters (a) to (i), with a view to preventing discrimination against applicants. It shall, in particular, check whether the network conditions of use contain discriminatory clauses or grant the infrastructure manager discretionary powers that may be used to discriminate against applicants. In respect of public rail passenger transport, the regulatory body shall, without being asked to do so, meet the requirements laid down in Regulation (EC) No 1370/2007 and take due account of the services provided for in Article 10 of this Directive.'
Amendment 530 #
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(6) is replaced by the following: '6. The regulatory body shall ensure that charges set by the infrastructure manager are consistent with Section 2 of Chapter IV and are non-discriminatory. The regulatory body shall also ensure that the access charges set by infrastructure operators, operators of service facilities or railway undertakings - including for access to tracks and access to stations, their buildings and other facilities, including facilities for the display of travel information - are not discriminatory. In that connection, proposed changes to the level or structure of the charges referred to in this paragraph shall be notified to the regulatory body at the latest two months prior to their scheduled entry into force. Until one month prior to their entry into force, the regulatory body may insist on a reduction or an increase in the proposed changes, their postponement or their cancellation. Negotiations between applicants and an infrastructure manager concerning the level of infrastructure charges shall be permitted only if they are carried out under the supervision of the regulatory body. The regulatory body shall intervene if negotiations are likely to produce an outcome which contravenes the provisions of this Chapter.
Amendment 535 #
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
Article 56(9), third subparagraph, 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, at the latest one month following the appeal submission the regulatory body shall either confirm that no modification of the infrastructure manager's decision is required, or it shall require modification of that decision in accordance with its instructions. The infrastructure operator must comply with the decision as quickly as possible, and at the latest one month after receiving notification of the regulatory body’s decision.'
Amendment 539 #
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
Article 56(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 a suspensory effect on the decision taken by the regulatory body only if that decision may cause immediate irreversible or obviously disproportionate damage to the appellant and if it is not based on Article 56(6) or 56(9) of this Directive. This provision shall be without prejudice to the powers of the court hearing the appeal as conferred by constitutional law, where applicable.
Amendment 547 #
2013/0029(COD)
Proposal for a directive
Article 1 – point 8 d (new)
Article 1 – point 8 d (new)
Directive 2012/34/EU
Article 57 – paragraphs 9a, 9b, 9c, 9d (new)
Article 57 – paragraphs 9a, 9b, 9c, 9d (new)
8d. Article 57 is complemented as follows: (a) The following new paragraph 9a is inserted: '9a. If an applicant considers that decisions taken by one or more infrastructure operators or bodies in charge of key functions are hampering the development of cross-border transport services, the applicant may submit directly to the network a request for a regulatory body to issue an opinion. This request shall at the same time constitute a request for a decision by the competent national regulatory body or bodies. If necessary the network shall ask the infrastructure operator or the bodies in charge of key functions and, at all events, the competent national regulatory body or bodies to provide all relevant information, using the procedure laid down in Article 57(4). The network shall then draw up a non-binding opinion with the aim of securing the implementation of measures which facilitate, rather than hampering, the transport services in question. The opinion shall be forwarded to the competent national regulatory bodies and the applicant at the latest one month following receipt of the application. The competent national regulatory bodies shall take account of the opinion issued by the network before taking their decisions at the latest one month following submission of that opinion, and shall provide the applicant with a written statement of their reasons for departing from the terms of the opinion.' (b) The following new paragraph 9b is inserted: 9b. The network of regulatory bodies described in Article 57(1) shall adopt its rules of procedure by consensus, and failing that by a two-thirds majority, with each national regulatory body having one vote. The network shall elect from among its members a chair and shall submit an annual activity report to the Commission. The Commission shall forward the report to the European Parliament and the Council, if appropriate with its comments. (c) The following new paragraph 9c is inserted: 9c. The Commission shall act as the secretariat for the network described in Article 57(1). The travel and subsistence expenses incurred by members, observers and experts in taking part in the activities of the network shall be reimbursed by the Commission in accordance with the relevant rules in force.' (d) The following new paragraph 9d is inserted: 9d. At the latest within one year following the entry into force of this Directive, the Commission shall adopt a legislative proposal establishing the network of regulatory bodies as a legal person.'
Amendment 113 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 1 – point a
Article 1 – point 1 – point a
Regulation (EC) No 1370/2007
Article 2 – point c
Article 2 – point c
Amendment 136 #
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
(e) The scope of public service obligations shall exclude all public transport services that go beyond of what imay in particular cover services which the competent authorities regard as necessary to reap local, regional or sub-national network effects; in that connection the authorities shall bear in mind that services which do and do not break even may be combined.
Amendment 206 #
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 3 – subparagraph 1
Article 2 a (new) – paragraph 3 – subparagraph 1
The specifications of public service obligations for public passenger transport and the scope of their application shall be established as follows: (a) they shall be defined in accordance with Article 2 (e); (b) they shall be appropriate to achieve the objectives of the public transport plan; (c) they shall not exceed what is necessary and proportionate to achieve the objectivecompetent authorities shall have a broad measure of discretion to set the specifications of the public transport plan. The assessment of appropriateness referred to in point (b) shall take into account whether a public intervention in the provision of passenger transport is a suitable means of achieving the objectives of the public transport plansservice obligations for public passenger transport and the scope of their application.
Amendment 215 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 2
Article 1 – point 2
Amendment 228 #
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 4
Article 2 a (new) – paragraph 4
The specifications of public service obligations and the related compensation of the net financial effect of public service obligations shall: (a) be designed to achieve the objectives of the public transport plan in the mosta cost-effective manner; (b) and financially sustain the provision of public passenger transport in accordance to the requirements laid down in the public transport plan in the long term.
Amendment 264 #
2013/0028(COD)
Proposal for a regulation
Article 1 – point 3 – point b b (new)
Article 1 – point 3 – point b b (new)
Regulation (EC) No 1370/2007
Article 4 – paragraph 5
Article 4 – paragraph 5
(bb) Paragraph 5 is replaced by the following: Without prejudice to national and Community law, including collective agreements between social partners, competent authorities may require the selected public service operator to grant workers previously taken on to provide services the rights to which they would have been entitled if there had been a transfer within the meaning of Directive 2001/23/EC at least for the entire period during which the service is provided and whilst guaranteeing all trade union rights. Where competent authorities require public service operators to comply with certain additional social standards, tender documents and public service contracts shall list the workers concerned and give transparent details of their contractual rights and the conditions under which they are deemed to be linked to the services.
Amendment 302 #
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 – subparagraph 1 - point a
Article 5 – paragraph 4 – subparagraph 1 - point a
(a) where their average annual value is estimated at: less than EUR 1 000 000 or less than EUR 15 000 000 in the case of a public service contract including public transport by rail or,
Amendment 311 #
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 – subparagraph 1 - point b
Article 5 – paragraph 4 – subparagraph 1 - point b
(b) where they concern the annual provision of less than 300 000 vehicle kilometres of public passenger transport services or less than 15800 000 vehicle kilometres in the case of a public service contract including public transport by rail.
Amendment 326 #
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 replaccomplemented by the following:
Amendment 350 #
2013/0028(COD)
Proposal for a regulation
Article 1 point 5
Article 1 point 5
Regulation (EC) No. 1370/2007
Article 5 a (new) – paragraph 1
Article 5 a (new) – paragraph 1
Member States shallmay in compliance with State aid rules take the necessary measures to ensure effective and non-discriminatory access to suitable rolling stock for public passenger transport by rail for operators wishing to provide public passenger transport services by rail under public service contract.
Amendment 355 #
2013/0028(COD)
Proposal for a regulation
Article 1 point 5
Article 1 point 5
Where rolling stock leasing companies which provide for the leasing of rolling stock referred to in paragraph 1 under non- discriminatory and commercially viable conditions to all of the public rail passenger transport operators concerned do not exist in the relevant market, Member States shallmay ensure that the residual value risk of the rolling stock is borne by the competent authority in compliance with State aid rules, when operators intending and able to participate in tendering procedures for public service contracts so request in order to be able to participate in tendering procedures.
Amendment 390 #
2013/0028(COD)
Proposal for a regulation
Article 1 point 8Regulation (EC) No. 1370/2007
Article 1 point 8Regulation (EC) No. 1370/2007
Article 8
Amendment 75 #
2013/0012(COD)
Proposal for a directive
Recital 2
Recital 2
(2) The White Paper “Roadmap to a Single European Transport Area – Towards a Competitive and Resource Efficient Transport System" called for breaking the oil dependence of transport. In consequence the Commission undertook to develop a sustainable alternative fuels strategy as well as the appropriate infrastructure. The White Paper also set a target of 60% greenhouse gas (GHG) emissions reduction from transport by 2050, measured against the 1990 level.
Amendment 105 #
2013/0012(COD)
Proposal for a directive
Recital 11
Recital 11
(11) Electricity is a clean fuel particularly attractive for deployment of electric vehicles and electric two-wheelers in urban agglomerations and other densely populated areas such as suburbs, which can contribute to improving air quality and reducing noise. Member States should press ahead with the implementation of ambitious CO2 limits for cars and furthermore ensure that recharging points for electric vehicles are built up with sufficient coverage, at least twice the number of vehicles, and 10% of them publicly accessible, focussing in particular on urban agglomerations. Private owners of electric vehicles depend to a large extent on access to recharging points in collective parking lots, such as in apartment blocks, office and business locations. Regulatory provisions should be set up by public authorities, assisting citizens by ensuring that the appropriate infrastructure with sufficient electric vehicle recharging points is provided by the site developers and managers.
Amendment 146 #
2013/0012(COD)
Proposal for a directive
Article 1
Article 1
This Directive establishes a common framework of measures for the deployment of alternative fuels infrastructure in the Union in order to break the oil dependence of transport and achieve the objective of the Commission White Paper of 28 March 2011 'Roadmap to a Single European Transport Area – Towards a Competitive and Resource Efficient Transport System', namely a 60% reduction in greenhouse gas emissions from transport by 2050, measured against the 1990 level. It sets out minimum requirements on alternative fuels infrastructure build-up and common technical specifications, including recharging points for electric vehicles and refuelling points for natural gas (LNG and CNG) and hydrogen..
Amendment 181 #
2013/0012(COD)
Proposal for a directive
Article 3 – paragraph 1 – introductory part
Article 3 – paragraph 1 – introductory part
1. Each Member State shall adopt, in a transparent manner, a national policy framework for the market development of alternative fuels and minimum requirements for their infrastructure, that will include information listed in Annex I, and contain at least the following elements:
Amendment 182 #
2013/0012(COD)
Proposal for a directive
Article 3 – paragraph 1 – indent 1
Article 3 – paragraph 1 – indent 1
– assessment of the state and future development of alternative fuels, with particular regard to achieving the maximum possible sustainable mobility;
Amendment 185 #
2013/0012(COD)
Proposal for a directive
Article 3 – paragraph 1 – indent 3
Article 3 – paragraph 1 – indent 3
– the regulatory framework to support the build-up of alternative fuels infrastructure, taking into account the impact on SMEs, among other things;
Amendment 186 #
2013/0012(COD)
Proposal for a directive
Article 3 – paragraph 1 – indent 3 a (new)
Article 3 – paragraph 1 – indent 3 a (new)
– national models for distributing green electricity for electric vehicles;
Amendment 191 #
2013/0012(COD)
Proposal for a directive
Article 3 – paragraph 1 – indent 7
Article 3 – paragraph 1 – indent 7
– targets for the deployment of alternative fuels in line with the EU’s environmental and climate change criteria currently in force;
Amendment 219 #
2013/0012(COD)
Proposal for a directive
Article 4 – paragraph 1
Article 4 – paragraph 1
1. Member States shall ensure that a minimum number of recharging points for electric vehicles are put into place, at least the number given in the table in Annex II, by 31 December 2020 at the latest, particularly in urban agglomerations, other densely-populated areas such as suburbs, and, at reasonable distances apart, along the TEN-T Core Network. The Commission shall, by 1 January 2017, review the annual figures for registration of electric vehicles in the EU and the number of recharging points needed.
Amendment 226 #
2013/0012(COD)
Proposal for a directive
Article 4 – paragraph 2
Article 4 – paragraph 2
2. At least 10% of the recharging points shall be publicly accessibleMember States shall ensure that at least the number of publicly-accessible recharging points for electric vehicles given in the table in Annex II are set up, particularly in urban agglomerations, other densely-populated areas such as suburbs, and, at reasonable distances apart, along the TEN-T Core Network.
Amendment 256 #
2013/0012(COD)
Proposal for a directive
Article 4 – paragraph 6
Article 4 – paragraph 6
6. AllWhen recharging at publicly accessible recharging points for electric vehicles shall be equipped with intelligent metering systems as defined in, intelligent metering must be available pursuant to Article 2(28) of Directive 2012/27/EU and respectwhich satisfies the requirements laid down in Article 9(2) of that Directive.
Amendment 273 #
2013/0012(COD)
Proposal for a directive
Article 4 – paragraph 10
Article 4 – paragraph 10
10. Member States shall ensure that prices charged at publicly accessible recharging points are reasonable and do not include any penalty or prohibitive fees for recharging antransparent and reasonable. Price reductions for electric vehicle by the user notusers having contractual relations with the operator of the recharging point must be clearly indicated.
Amendment 283 #
2013/0012(COD)
Proposal for a directive
Article 5 – paragraph 1
Article 5 – paragraph 1
1. Member States on the territory of which exist already at the day of the entry into force of this Directive hydrogen refuelling points shall ensure that a sufficient number of publicly accessible refuelling points are available, with distances not exceeding 300 km, to allow the circulation of hydrogen vehicles within the entire national territory by 31 December 2020 at the latest. Member States on whose territory there are no hydrogen refuelling points on the day of entry into force of this Directive must ensure that the requirement laid down in the first sentence is satisfied no later than 31 December 2030.
Amendment 353 #
2013/0012(COD)
Proposal for a directive
Article 10 – paragraph 2 a (new)
Article 10 – paragraph 2 a (new)
2 a. The Commission shall, no later than 31 December 2015, submit a proposal to the European Parliament and to the Council on a comprehensive European electric mobility strategy which is based on best practice and takes into account individual market needs and developments in the Member States and which aims to achieve the broadest possible shift to sustainable electric mobility.
Amendment 369 #
2013/0012(COD)
Proposal for a directive
Annex II
Annex II
Member State Number of recharging Number of publiclypublicly accessible recharging points (in points (in thousands) accessible rechargingBE points (in thousands) BE 12 BG 207 21 BG 4 CZ 69 7 CZ 7 129DK 13 DK 543 DE 5 DE 86 1503 150 EE 12 1 IE 22 1 EL 2 EL 128 13 7 ES 824 82 47 FR 969 55 97 IT 1255 12572 CY 20 2 LV1 LV 17 21 LT 41 42 LU 14 1 HU 68 74 MT 10 1 NL 321 18 32 AT 116 7 12 PL 460 4626 PT 123 127 RO 101 106 SI 26 31 SK 36 42 FI 71 74 SE 145 14 8 UK 1221 122 70 HR 38 42
Amendment 11 #
2012/2870(RSP)
Motion for a resolution
Citation 8
Citation 8
– having regard to the fact that accession negotiations with Turkey were opened on 3 October 2005 after the Council had approved the Negotiating Framework, and that the opening of such negotiations is the starting point for a long-lasting and open- ended process based on fair and rigorous conditionality and the commitment to reform, with the common goal of full EU membership as soon as the membership criteria's are fulfilled,
Amendment 19 #
2012/2870(RSP)
Motion for a resolution
Citation 11
Citation 11
– having regard to the fact that full compliance with the Copenhagen criteria and EU integration capacity, in accordance with the conclusions of the December 2006 European Council meeting, remain the basis for accession to the EU, which is a community based on shared values, sincere cooperation and mutual solidarity amongst all its Member States,
Amendment 48 #
2012/2870(RSP)
Motion for a resolution
Citation 16a (new)
Citation 16a (new)
- Having regard to the council conclusions of 26 April 2004,
Amendment 56 #
2012/2870(RSP)
Motion for a resolution
Citation 21
Citation 21
– having regard to the need for Turkey and Armenia to proceed to a normalisation of their relations by ratifying, without preconditions, the protocols and by opening the border, acknowledging the fact that the occupation of Nagorno- Karabakh is negatively effecting Armenian-Turkish relations,
Amendment 159 #
2012/2870(RSP)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Recalls that freedom of expression and media pluralism are core European values and that a truly democratic society requires true freedom of expression, including the right of dissent; underlines the importance of abolishing legislation providing for disproportionately high administrative tax fines on the media, leading in some cases to their closure or to self-censorship, and the urgent need to reform the internet law;
Amendment 203 #
2012/2870(RSP)
Motion for a resolution
Paragraph 14a (new)
Paragraph 14a (new)
14a. Stresses the importance of active and independent civil society organisations (CSO's) for democracy; underlines the importance of dialogue with CSO's and stresses their crucial role in contributing to enhanced regional cooperation on social and political aspects; is therefore worried that CSO's continues to face fines, closure proceedings, and administrative obstacles to their operations and that consultation of CSO's remains to be an exception rather than the rule; welcomes the Turkish government's improved cooperation with NGOs, but calls for their broader consultation in policy-making, including the formulation of policies and legislation and in the monitoring of activities of the authorities;
Amendment 204 #
2012/2870(RSP)
Motion for a resolution
Paragraph 14b (new)
Paragraph 14b (new)
14b. Notes the limited progress in the areas of labour and trade union rights; regrets that the legislation on civil servants' trade unions rights is still not in line with EU and ILO standards and that collective actions by trade unions suffer numerous restrictions; calls on Turkey to continue working on new legislation in this area to ensure that it is in line with the EU acquis and ILO conventions;
Amendment 210 #
2012/2870(RSP)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Welcomes the Law on the protection of family and prevention of violence against women; commends the National Action Plan to combat Violence against Women (2012-2015) and stresses the need to enforce it effectively nationwide; calls on the Ministry for Family and Social Policies to continue its efforts to increase the number and quality of shelters for women and minors in danger; stresses the importance to provide women who have been victims of violence with concrete alternatives and self-sustainment prospects; urges Turkey to continue to step up its preventive efforts at all levels in the fight against ‘honour killings’, domestic violence and the phenomenon of forced marriages and child brides; calls on the Ministry to continue to actively promote women's participation in the labour market, which remains low, in politics and at senior level in the administration and the private sector, if necessary by foreseeing reserved quotas; encourages the government to revise the Law on Political Parties and the Law on Elections to make the inclusion of women a priority for political parties;
Amendment 214 #
2012/2870(RSP)
Motion for a resolution
Paragraph 15a (new)
Paragraph 15a (new)
15a. Is bothered by women's negative portrayal in the media and the general male-dominated discourse; encourages the Turkish government to proactively promote changes in stereotypes and in the perception of gender roles in all spheres; stresses the importance of mainstreaming gender equality in the legislative process and in the implementation of laws;
Amendment 223 #
2012/2870(RSP)
Motion for a resolution
Paragraph 16
Paragraph 16
16. Stresses the urgent need for comprehensive anti-discrimination legislation and the establishment of an anti- discrimination and equality board to protect individuals against discrimination based on ethnicity, religion, gender, age, disability, sexual orientation or sexual identity; calls on Turkey to adopt an action plan to promote the full equality of rights and full acceptance of LGBT persons;
Amendment 234 #
2012/2870(RSP)
Motion for a resolution
Paragraph 17
Paragraph 17
17. Welcomes the continued implementation of legislation amending the 2008 law on foundations and broadening the scope of the restoration of the property rights of non-Muslim communities; calls on the relevant authorities to assist the Syriac community in clarifying the difficulties faced with property and land registration; calls for a solution for the large number of properties of the Latin Catholic Church which remain confiscated by the State; recalls the urgent need to continue vital and substantial reform in the area of freedom of thought, conscience and religion, in particular by enabling religious communities to obtain legal personality, by eliminating all restrictions on the training, appointment and succession of clergy, by recognising Alevi places of worships and by complying with the relevant judgments of the ECtHR and the recommendations of the Venice Commission; calls on Turkey to ensure that the Saint Gabriel monastery is not deprived of its lands, and that it is protected in its entirety; regrets the fact that the headscarf issue is still unsolved in Turkey, calls the government to introduce legislation that prevents discrimination against women and tackles the polarisation of the headscarf issue in society, in order to ensure the free choice of women;
Amendment 253 #
2012/2870(RSP)
Motion for a resolution
Paragraph 18
Paragraph 18
18. Notes that Turkey continued to demonstrate resilience at the terrorist attacks by the PKK; calls on Turkey to invest renewed efforts towards a political solution to the Kurdish issue; in this regard, welcomes the entry into force of the right to defence in Turkish courts in any language other than Turkish; asks all political forces to ensure an adequate political platform and to debate in a constructive way the Kurdish issue and to facilitate a real opening to the claims for basic rights in the Constitutional process; asks all political forces to work in alliance towards the goal of reinforced political dialogue and a process of further political, cultural and socio-economic inclusion and participation of citizens of Kurdish origin, in order to guarantee the rights to freedom of expression, association and assembly and promote the peaceful inclusion of citizens of Kurdish origin into Turkish society; recalls that a political solution can only be built upon a truly democratic debate on the Kurdish issue and expresses concern at the large number of cases launched against writers and journalists writing on the Kurdish issue and the arrest of several Kurdish politicians, mayors and members of municipal councils, trade unionists, lawyers, protestors and human rights defenders in connection with the KCK trial; underlines the importance of promoting a discussion of the Kurdish issue within the democratic institutions, particularly the TGNA;
Amendment 311 #
2012/2870(RSP)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Expresses once again its strong support to the reunification of Cyprus, based on a fair and viable settlement for both communities; underlines the urgency of an agreement between the two communities on how to proceed with the substantive settlement negotiations, so that the negotiating process, under the auspices of the UN Secretary-General, can soon regain momentum; calls on Turkey to begin withdrawing its forces from Cyprus and transfer Famagusta to the UN in accordance with UNSC Resolution 550 (1984); calls, in parallel, on the Republic of Cyprus to open the port of Famagusta under EU customs supervision in order to promote a positive climate for the successful solution of the ongoing reunification negotiations and allow Turkish Cypriots to trade directly in a legal manner that is acceptable to all; regrets the fact that the Turkish community of Northern Cyprus has still not received their two seats in the European Parliament and that Turkish is still not an official language of the European Institutions even if it is an official language of the Republic of Cyprus;
Amendment 387 #
2012/2870(RSP)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Reiterates its condemnation, in the strongest terms, of the continuing terrorist violence by the PKK, which is on the EU list of terrorist organisations, and expresses its full solidarity to Turkey and to the families of the many victims; calls on the Member States, in close coordination with the EU counter terrorism coordinator and Europol, regrets the fact that the main financing of the terror organisation is rooted in European countries and calls to intensify cooperation with Turkey in the fight against terrorism and organised crime as a source of financing of terrorism; calls on Turkey to adopt a data protection law and legislation on the financing of terrorism so that a cooperation agreement can be concluded with Europol and judicial cooperation with Eurojust and with the EU Member States can further develop; takes the view that the assignment of a police liaison officer to Europol would help improve bilateral cooperation;
Amendment 69 #
2012/2319(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Calls for a more structured approach to address key capability shortfalls at European level and in particular in the areas of key force enablers and force multipliers – such as intelligence, surveillance and reconnaissance (ISR) assets, strategic air lift, helicopters, medical support, air-to-air refuelling and precision-guided munitions – in close cooperation and full complementarity with NATO and, in particular, with the NATO partners which will accede to the EU in the future; welcomes the initial results of pooling and sharing initiatives managed by the EDA but stresses that further progress in these and other areas is a necessity; deplores the fact that, although European armed forces have repeatedly faced the lack of such force enablers and force multipliers in CSDP and other operations, none of the identified capability gaps have yet been filled in a satisfactory way;
Amendment 189 #
2012/2302(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Stresses the important role played by the CCS as a lever for growth and development at local and regional level by helping to make regions attractive, restructuring the socioeconomic fabric, developing new activities and creating stable and sustainable jobs; points out that this applies in particular to tourism, since towns and regions with a robust culture sector are especially attractive to tourists;
Amendment 40 #
2012/2298(INI)
Motion for a resolution
Paragraph 9
Paragraph 9
9. Underlines the need for research on fair competition in the transport sector, includingparticularly technological tools for improving the enforcement of, and controls on, social conditions and minimum working conditions and wages;
Amendment 72 #
2012/2298(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Highlights the potential forneed to improvinge collective and intermodal transport systems through integrated information and ticketing schemes in order to guarantee efficiency, interoperability, affordability and user-friendly access for all citizens;
Amendment 23 #
2012/2295(INI)
Draft opinion
Paragraph 5
Paragraph 5
5. Considers that for bioenergy sources to be successful in the longer term they must be able to compete on both price and quality under normal market conditions; welcomes the ongoing revision of the Union’s biofuel legislation in order to ensure that the GHG emissions associated with Indirect Land Use Change (ILUC) are taken into account when setting and calculating targets; considers that the influence of bioenergy sources on food prices should also be taken into account;
Amendment 36 #
2012/2295(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Believes that public finance has a role to play in leveraging capital from the private sector to support commercialisation within the biotech sector, given that this implies that the private sector should contribute a higher proportion of funding, instead of simply laying claim to the profits.
Amendment 25 #
2012/2292(INI)
Draft opinion
Paragraph 7
Paragraph 7
7. Calls on unions to promote and enhance gender sensitivity among their members and among employers;
Amendment 40 #
2012/2289(INI)
Motion for a resolution
Recital C
Recital C
C. whereas it is projected that in 2015 more than 600 million people will still be using unimproved water sources and that one billion people will be living on less than USD 1.25 per day; whereas extreme poverty of this kind is especially prevalent in a number of African countries, where it affects a high proportion of the population, but also remains a scourge in emerging nations such as India and Indonesia;
Amendment 116 #
2012/2289(INI)
Motion for a resolution
Paragraph 8 a (new)
Paragraph 8 a (new)
8a. Maintains that health information and education are key elements in better public health;
Amendment 184 #
2012/2289(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Recalls the commitment made to allocate 0.7% of gross national income (GNI) to official development assistance (ODA) by 2015; stresses that this level should at least be maintained in a future framework and that the Member States, almost without exception, still have much work to do in order to reach the target;
Amendment 32 #
2012/2263(INI)
Draft opinion
Paragraph 9
Paragraph 9
9. Calls on the Commission and the Member States to develop and implement specific measures for pregnant minors by providing day-care facilities and adapting shelters to their specific needs during and above all after the pregnancy;
Amendment 6 #
2012/2255(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Notes that the accession countries in the Western Balkans have adopted muchsome of the legislation required in the EU accession process, but that this legislation is in many cases not being effectively implemented;
Amendment 7 #
2012/2255(INI)
Motion for a resolution
Paragraph 2
Paragraph 2
2. Notes with concern that the population in most countries is not fully aware of the existing legislation and policies to promote gender equality; calls on the Commission and the governments of accession countries to foster awareness though media and public campaigns, education programmes and, above all, the personal commitment of government members and officials;
Amendment 25 #
2012/2255(INI)
Motion for a resolution
Paragraph 5 a (new)
Paragraph 5 a (new)
5a. Calls on the governments of the Balkan accession countries to set up refuges for battered women;
Amendment 28 #
2012/2255(INI)
Motion for a resolution
Paragraph 6 a (new)
Paragraph 6 a (new)
6a. Calls on the governments of the Balkan accession countries to tackle high unemployment rates, focusing in particular on women, especially those in rural areas;
Amendment 5 #
2012/2253(INI)
Draft opinion
Paragraph 2
Paragraph 2
2. Welcomes the savings achieved in 2012, and the continuation of this trend in 2013 as projected; recalls that Parliament has called on the EEAS several times to show restraint in creating additional high-ranking posts and; remains concerned about the considerable number of high-grade and high-cost management posts and about the large sums being spent on property outside the EU;
Amendment 16 #
2012/2234(INI)
Draft opinion
Paragraph D a (new)
Paragraph D a (new)
Da. whereas the negative influence on wages and employment resulting from the economic and financial crisis in Europe will increase the future risk of poverty in old age;
Amendment 39 #
2012/2234(INI)
Draft opinion
Paragraph 2 a (new)
Paragraph 2 a (new)
2a. Stresses that urgent measures need to be taken against the gender pay gap in the private sector, which is particularly serious in most of the Member States;
Amendment 13 #
2012/2224(INI)
Motion for a resolution
Recital E
Recital E
Amendment 32 #
2012/2224(INI)
Motion for a resolution
Recital M a (new)
Recital M a (new)
Ma. whereas, in particular, EU support for biofuels has led to indirect land-use change and volatile food prices in developing countries;
Amendment 44 #
2012/2067(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Calls on carriers to make greater efforts to inform passengers more fully, especially those making cross-border trips; considers that information must be provided in time and be readily understandable, exact, and complete, and that, as regards possible travel problems, passengers must be made aware of their rights at the outset, when they book a trip;
Amendment 74 #
2012/2067(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Recommends that adequately staffed info points and help desks be set up at places of departure and arrival (airports, railway stations, bus terminals, and ports) and that both carriers and the operators of the above facilities provide more comprehensive assistance to passengers, especially those with children and people with disabilities or reduced mobility, in the event of massive travel disruption;
Amendment 122 #
2012/2067(INI)
Motion for a resolution
Paragraph 14
Paragraph 14
14. Calls on the Commission to use its influence in order to provide joint complaint-handling machinery for the national enforcement bodies in the form of a central electronic clearing-house; believes that the clearing-house should advise passengers lodging complaints and, to save time and costs, refer them to the appropriate national enforcement body; recommends, as regards the information and advice to be obtained through the clearing-house, that a standard e-mail address be adopted and an inexpensiv free EU-wide hotline set up;
Amendment 135 #
2012/2067(INI)
Motion for a resolution
Paragraph 15
Paragraph 15
15. Calls on the Commission to produce a standard EU-wide complaint form, to be translated into all EU languages and used for all modes, which should be given to passengers when they make a reservation; believes that a fixed maximum time limit of three weeks for handling complaints should be laid down for all modes;
Amendment 233 #
2012/2067(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
26. Urges the Commission to continue its efforts to develop a European multimodal travel planner, and calls on the Member States, together with the Commission, to remove the obstacles to access to public traffic data and data transfer, without prejudice to appropriate data protection arrangements;
Amendment 108 #
2012/2005(INI)
Motion for a resolution
Paragraph 6
Paragraph 6
6. Considers that vulnerable consumers on low incomes must be protected and that, to that end, effective mechanisms must be put in place, while distortions of the energy market are avoided;; (It is particularly important to protect poorer people from the impact of rising energy prices. Such protection must be provided irrespective of its influence on the energy market.)
Amendment 133 #
2012/2005(INI)
Motion for a resolution
Paragraph 8
Paragraph 8
8. Stresses that the internal energy market falls short of satisfying the needs and expectations of consumers, as they continue to face high prices, a limited choice of suppliers, an overall low quality of services and difficulties in switching supplier; stresses, therefore, the need to build a more user-friendly market and to inform consumers of individual providers’ terms in such a way as to facilitate comparison;
Amendment 7 #
2012/0328(COD)
Proposal for a decision
Recital 1
Recital 1
(1) Significant progress has been made inIn November 2012 the International Civil Aviation Organisation made significant progress towards the adoption at the 2013 ICAO Assembly of a framework facilitating States' application of market- based measures to emissions from international aviation, and on developing a global market-based measure.
Amendment 18 #
2012/0328(COD)
Proposal for a decision
Recital 4 a (new)
Recital 4 a (new)
(4a) With a view to reaching the European targets for cutting greenhouse gas emissions in the aviation sector, the inclusion of air transport in EU emissions trading in the long term must not be called into question by this derogation.
Amendment 20 #
2012/0328(COD)
Proposal for a decision
Recital 4 b (new)
Recital 4 b (new)
(4b) The European Commission should provide a full report to the European Parliament on the progress made at the ICAO Assembly in September 2013 and swiftly propose measures in line with the results.
Amendment 2 #
2012/0309(COD)
Proposal for a regulation
Recital 2
Recital 2
(2) The imposition of the visa requirement on the nationals of Dominica, Grenada, Kiribati, Marshall Islands, Micronesia, Nauru, Palau, Saint Lucia, Saint Vincent and the Grenadines, Samoa, Solomon Islands, Timor-Leste, Tonga, Trinidad and Tobago, Tuvalu, the United Arab Emirates and Vanuatu is no longer justified. These countries do not present any risk of illegal immigration or a threat to public policy for the Union in accordance with the criteria set out in recital 5 of Regulation (EC) N° 539/2001. Consequently, nationals of those countries should be exempt from the visa requirement for stays of no more than three months in all and references to those countries should be transferred to Annex II.
Amendment 4 #
2012/0309(COD)
Proposal for a regulation
Recital 3
Recital 3
(3) Exemption from the visa requirement for nationals of Dominica, Grenada, Kiribati, Marshall Islands, Micronesia, Nauru, Palau, Saint Lucia, Saint Vincent and the Grenadines, Samoa, Solomon Islands, Timor-Leste, Tonga, Trinidad and Tobago, Tuvalu, the United Arab Emirates and Vanuatu should not come into force until bilateral agreements on visa waiver between the Union and the countries concerned have been concluded in order to ensure full reciprocity.
Amendment 6 #
2012/0309(COD)
Proposal for a regulation
Article 1 – point 1 – point a
Article 1 – point 1 – point a
(a) in point 1, the references to Dominica, Grenada, Kiribati, Marshall Islands, Micronesia, Nauru, Palau, Saint Lucia, Saint Vincent and the Grenadines, Samoa, Solomon Islands, Timor-Leste, Tonga, Trinidad and Tobago, Tuvalu, the United Arab Emirates and Vanuatu are deleted and a reference to South-Sudan is inserted;
Amendment 7 #
2012/0309(COD)
Proposal for a regulation
Article 1 – point 2 – point a – two last references
Article 1 – point 2 – point a – two last references
"Tuvalu*", "United Arab Emirates*" and "Vanuatu*"
Amendment 105 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint b
Article 2 – point 2 – subpoint b
Directive 2009/28/EC
Article 3 – paragraph 1– subparagraph 2
Article 3 – paragraph 1– subparagraph 2
'For the purpose of compliance with target referred to in the first subparagraph, the maximum joint contribution from biofuels and bioliquids produced from cereal and other starch rich crops, sugars and oil, oil crops and other energy crops shall be no more than the energy quantity corresponding to the maximum contribution as set out in Article 3(4)d.'
Amendment 119 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint c – point ii
Article 2 – point 2 – subpoint c – point ii
(d) for the calculation of biofuels in the numerator, the share of energy from biofuels produced from cereal and other starch rich crops, sugars and oil, oil crops and other energy crops shall be no more than 5%, the estimated share at the end of 2011, of the final consumption of energy in transport in 2020.
Amendment 123 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint c – point iii
Article 2 – point 2 – subpoint c – point iii
Directive 2009/28/EC
Article 3 – paragraph 4– point e
Article 3 – paragraph 4– point e
Amendment 124 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint c – point iii
Article 2 – point 2 – subpoint c – point iii
Directive 2009/28/EC
Article 3 – paragraph 4– point e
Article 3 – paragraph 4– point e
The contribution made by: biofuels produced from feedstocks listed in Annex IX shall be considered to be double their energy content; Member States shall ensure that no raw materials are intentionally modified to be covered by this category. The list of feedstock set out in Annex IX may be adapted to scientific and technical progress, in order to ensure a correct implementation of the accounting rules set out in this Directive. The Commission shall be empowered to adopt delegated acts in accordance with Article 25 (b) concerning the list of feedstock set out in Annex IX.
Amendment 126 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint c – point iii
Article 2 – point 2 – subpoint c – point iii
Amendment 128 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 2 – subpoint c – point iii
Article 2 – point 2 – subpoint c – point iii
Directive 2009/28/EC
Article 3 – paragraph 4– point e – subparagraph 3
Article 3 – paragraph 4– point e – subparagraph 3
Amendment 130 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 5 – subpoint -a new
Article 2 – point 5 – subpoint -a new
Directive 2009/28/EC
Article 17 – paragraph 1
Article 17 – paragraph 1
(-a) paragraph 1 is replaced by the following 1. Irrespective of whether the raw materials were cultivated inside or outside the territory of the Community, energy from biofuels and bioliquids shall be taken into account for the purposes referred to in points (a), (b) and (c) only if they fulfil the sustainability criteria set out in paragraphs 2 to 6: (a) measuring compliance with the requirements of this Directive concerning national targets; (b) measuring compliance with renewable energy obligations; (c) eligibility for financial support for the consumption of biofuels and bioliquids. However, biofuels and bioliquids produced from residues, other than agricultural, aquaculture, fisheries and forestry residues, need only fulfil the sustainability criteria set out in paragraph 2 in order to be taken into account for the purposes referred to in points (a), (b) and (c). Biofuels and bioliquids produced from waste derived from agricultural, aquaculture, fisheries and forestry residues, and which have been subject to independent verification with reference to the waste hierarchy laid down in Article 4 of Directive 2008/98/EC or, in the case of waste outside the Community, have been subject to a similar programme, need only fulfil the sustainability criteria in paragraph 2 in order to be taken into account for the purposes referred to in points (a), (b) and (c).
Amendment 137 #
2012/0288(COD)
Proposal for a directive
Article 2 – point 5 – subpoint b a new
Article 2 – point 5 – subpoint b a new
(ba) A new paragraph 5a is inserted in Article 17 after paragraph 5: (5a) Biofuels and bioliquids shall, in line with the objectives of points (a), (b) and (c) of paragraph 1, not be made from raw materials of agricultural residues which remain on the field after harvest, such as straw and maize stalks, except when it has been independently established that sufficient residues remain available on the land to increase the percentage of organic carbon in the soil, to maintain soil fertility and to ensure water storage and prevent soil erosion.
Amendment 156 #
2012/0288(COD)
Proposal for a directive
Annex I – point 2
Annex I – point 2
Directive 98/70/EC
Annex V – part A
Annex V – part A
Cereals and other starch rich crops 12 Sugars 13 Oil crops 55 Other energy crops: 15
Amendment 165 #
2012/0288(COD)
Proposal for a directive
Annex III – point 3
Annex III – point 3
Directive 2009/28/EC
Annex IX – Part A – Title
Annex IX – Part A – Title
Feedstocks whose contribution towards the target referred to in Article 3(4) shall be considered to be four timestwice their energy content
Amendment 169 #
2012/0288(COD)
Proposal for a directive
Annex III – point 3
Annex III – point 3
Directive 2009/28/EC
Annex IX – Part A – point f
Annex IX – Part A – point f
Amendment 181 #
2012/0288(COD)
Proposal for a directive
Annex III – point 3
Annex III – point 3
Directive 2009/28/EC
Annex IX – Part A – point n a (new)
Annex IX – Part A – point n a (new)
(na) Used cooking oil.
Amendment 183 #
2012/0288(COD)
Proposal for a directive
Annex III – point 3
Annex III – point 3
Directive 2009/28/EC
Annex IX – Part A – point n b (new)
Annex IX – Part A – point n b (new)
(nb) Animal fats classified as category I and II in accordance with Regulation (EC) No 1774/2002 laying down health rules concerning animal by-products not intended for human consumption.
Amendment 187 #
2012/0288(COD)
Proposal for a directive
Annex III – point 3
Annex III – point 3
Directive 2009/28/EC
Annex IX – Part B
Annex IX – Part B
Amendment 58 #
2012/0199(COD)
Proposal for a decision
Recital 6
Recital 6
(6) These objectives are fully in line with the objectives of the Creative Europe Programme which aims to promote European cultural and linguistic diversity and to strengthen the competitiveness of the cultural and creative sectors, with a view to supporting smart, sustainable and inclusive growth. As stated in the European Parliament resolution of 27 September 2011 on Europe, the world's No 1 tourist destination: a new political framework for tourism in Europe1, the European tourism sector in particular can benefit from the Capital of Culture programme and make a strong contribution to sustainable growth. _______________ 1 P7_TA(2011)0407.
Amendment 64 #
2012/0199(COD)
Proposal for a decision
Recital 9
Recital 9
(9) The European Capital of Culture title should continue to be reserved to cities, but in order to reach a wider public and amplify the impacts, these cities should also continue to have the possibility to involve their surrounding region. This applies in particular to cross-border regions, whose participation can highlight the historical and cultural affinities between Member States.
Amendment 79 #
2012/0199(COD)
Proposal for a decision
Article 2 – paragraph 2 – point a
Article 2 – paragraph 2 – point a
(a) to enhance the range, diversity and European dimension of the cultural offer in cities, includingparticularly through transnational co- operation;
Amendment 85 #
2012/0199(COD)
Proposal for a decision
Article 2 – paragraph 2 – point c
Article 2 – paragraph 2 – point c
(c) to strengthen the capacity of the cultural sector and its connectivitylinks with other sectors, in particular intra-European tourism;
Amendment 158 #
2012/0199(COD)
Proposal for a decision
Article 16 – paragraph 1 – subparagraph 2
Article 16 – paragraph 1 – subparagraph 2
The Commission shall establish common guidelines and indicators for the cities based on the objectives and the criteria of the action in order to ensure a coherent approach to the evaluation procedure. These guidelines shall include the production of statistics on the impact of the Capital of Culture award on local tourism.
Amendment 86 #
2012/0190(COD)
Proposal for a regulation
Article 1 – point 9
Article 1 – point 9
2009/443/EC
Article 12 – paragraph 2 – first sentence
Article 12 – paragraph 2 – first sentence
The Commission shall adopt detailed provisions for a procedure to approve the innovative technologies or innovative technology package referred to in paragraph 1 by way of implementing acts. Those implementing acts shall be adopted in accordance with the examination procedure referred to in Article 14(2) of this Regulation.
Amendment 63 #
2012/0184(COD)
Proposal for a regulation
Recital 9
Recital 9
(9) Vehicles of historic interest are supposed to conserve heritage of the époque they have been built and considered to be hardly used on public roads, iin which they were built. They are a cultural asset and not normally used as everyday vehicles. It should be left to Member States to extend the period of periodic roadworthiness testing for such vehicles. However, that right must not result in the application of more stringent standards than those for which they were originally designed. It should also be for Member States to regulate roadworthiness testing of other types of specialised vehicles.
Amendment 74 #
2012/0184(COD)
Proposal for a regulation
Recital 13 a (new)
Recital 13 a (new)
(13a) In order to ensure adequate independence for the various types of bodies performing inspection, it is important that testing centres apply harmonised and recognised standards for impartiality, such as provided by EN ISO/IEC 17020.
Amendment 140 #
2012/0184(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 7 – indent 2
Article 3 – paragraph 1 – point 7 – indent 2
– It is maintained or restored by use of replacement parts which reproduce the historic components of the vehicle or which are contemporaneous;
Amendment 145 #
2012/0184(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 7 – indent 3
Article 3 – paragraph 1 – point 7 – indent 3
– It has not sustained any change in tThe technical characteristics of its main components such as engine, brakes, steering, vehicle type or suspension andre unchanged or are contemporaneous,
Amendment 151 #
2012/0184(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 7 – indent 4
Article 3 – paragraph 1 – point 7 – indent 4
– It has not been changed in its appearances external appearance is unchanged or contemporaneous;
Amendment 153 #
2012/0184(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 7 – indent 4 a (new)
Article 3 – paragraph 1 – point 7 – indent 4 a (new)
– Contemporaneous: Changes are contemporaneous if, legally and technically, they were possible no later than 10 years after the vehicle was manufactured;
Amendment 162 #
2012/0184(COD)
Proposal for a regulation
Article 3 – paragraph 1 – point 15
Article 3 – paragraph 1 – point 15
(15) ‘testing centre’ means public or private bodies or establishments, including those carrying out vehicle repairs, authorised by a Member State to carry out roadworthiness tests ;. If a private body or establishment charged with carrying out roadworthiness testing also carries out commercial manufacturing, selling, leasing, and maintenance and repairing of vehicles, Member States have to pay particular attention to the impartiality and high standards of quality of their testing.
Amendment 258 #
2012/0184(COD)
Proposal for a regulation
Article 11 a (new)
Article 11 a (new)
Article 11a Independence of testing centres 1. With regard to the independence and in order to ensure the impartiality and the quality of the vehicle testing, testing centres shall not perform motor vehicle manufacturing, selling, leasing, maintenance or repairs. 2. A Member State is entitled to deviate from this provision if impartiality of the testing centre is ensured by complying with the standards laid down in EN ISO/IEC 17020.1 The Member States may prescribe additional requirements for their territories to ensure the independence of testing centres and inspectors. __________________ 1 ISO/IEC 17020: Conformity assessment -- Requirements for the operation of various types of bodies performing inspection
Amendment 267 #
2012/0184(COD)
Proposal for a regulation
Article 12 – paragraph 2
Article 12 – paragraph 2
2. Member States shall deliver a certificate to inspectors who fulfil the minimum competence and training requirements laid down in the Regulation and additional national requirements. This certificate shall include at least the information mentioned in Annex VI, point 3.
Amendment 12 #
2011/2287(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
23. Takes the view that situations in which interpretation into certain languages is offered without being used should as far as possible be avoided; stresses the need for measures to reduce the costs of unneeded interpretation at meetings and calls, therefore, for the development and urgent implementation of a system that prevents situations in which interpretation is made available into languages that are not actually spoken at a given meeting or requested by webstream users; considers that this might be achieved, for example, by making available to the translation service a list of the Members who have indicated that they will or will not be attending each meeting;
Amendment 97 #
2011/2096(INI)
Motion for a resolution
Paragraph 4
Paragraph 4
4. Stresses that efficient co-modality in passenger and goods transport – measured in terms of economic efficiency, environmental protection, social and employment conditions and safety aspects, and geared to existing and planned infrastructure 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;
Amendment 131 #
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 bottlenecks in the European transport area by 2020, to prioritise cross-border projects and to submit an approved funding plan by 2015 and thereby, if necessary, encourage their circumvention by establishing an intermodal infrastructure at the start and end points of a stretch;
Amendment 135 #
2011/2096(INI)
Motion for a resolution
Paragraph 5 – indent 1 a (new)
Paragraph 5 – indent 1 a (new)
- Member States should commit to prioritising the cross-border projects and to submitting an approved funding plan by 2015;
Amendment 142 #
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 increasedexclusive use of that revenue to fund TEN-T projects when making proposals to internalise external costs;
Amendment 173 #
2011/2096(INI)
Motion for a resolution
Paragraph 7
Paragraph 7
7. SCalls for a change and stresses the importance of alternative and renewable energies for transport and highlights that the set goals could be reached using an energy mix and existing methods for saving energy, accompanied by the requisite infrastructure;
Amendment 177 #
2011/2096(INI)
Motion for a resolution
Paragraph 7 – subparagraph 1 (new)
Paragraph 7 – subparagraph 1 (new)
Emphasises that the set goals could be reached using an energy mix that dispenses with nuclear energy and existing methods for saving energy, accompanied by the requisite infrastructure;
Amendment 287 #
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 of tax incentives, which exclusively contains vehicles with a registration demonstrating that the infrastructure will not be permanently destroyed;
Amendment 311 #
2011/2096(INI)
Motion for a resolution
Paragraph 16 – indent 1
Paragraph 16 – indent 1
– a proposal on the ‘Blue Belt’, which guarantees that the supplementation by ‘blue waterways’ only takes place with compliance with existing environmental and nature conservation legislation;
Amendment 320 #
2011/2096(INI)
Motion for a resolution
Paragraph 16 – indent 2
Paragraph 16 – indent 2
– continuing support for the NAIADES programme, with compliance with existing environmental and nature conservation legislation with an assessment of its success to be carried out in 2013, following its expiry, and its retention to be considered, if appropriate;
Amendment 391 #
2011/2096(INI)
Motion for a resolution
Paragraph 18 – indent 2
Paragraph 18 – indent 2
– a harmonisation of the rules on vehicle registration by 2015, so that the certification ofapproval procedure for 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 406 #
2011/2096(INI)
Motion for a resolution
Paragraph 18 – subparagraph 1 (new)
Paragraph 18 – subparagraph 1 (new)
- Member States to guarantee high standards for the training and licensing of drivers;
Amendment 408 #
2011/2096(INI)
Motion for a resolution
Paragraph 18 – subparagraph 2 (new)
Paragraph 18 – subparagraph 2 (new)
- the Commission to be provided by 2014 with a proposal regulating noise- differentiated track pricing directed at the uniform internalisation of railway noise costs and at the noise-abatement retrofitting of goods wagons in the European Member States, creating incentives for using the best noise- abatement material possible when building and rebuilding infrastructure;
Amendment 7 #
2011/2086(INI)
Draft opinion
Paragraph 4
Paragraph 4
4. Points, in particular, to the need to provide coastal developing countries with economic and technical assistance enabling them to ascertain that the fishing activities being carried out in their jurisdictional waters are legal and sustainable;
Amendment 196 #
2011/2051(INI)
Motion for a resolution
Heading I (new) before paragraph 1
Heading I (new) before paragraph 1
Amendment 201 #
2011/2051(INI)
Motion for a resolution
Paragraph 1
Paragraph 1
1. Welcomes the communication from the Commission concerning a reform of agricultural policy; calls, however, for the principles set emphasises the need for a thoroughgoing reform of that common policy in order to take account below to be incorporated in the legislative proposalof the changed nature of the farming industry in the EU27 and the new international context of globalisation; calls for the continued implementation of a strong and sustainable CAP with a budget commensurate with the ambitious objectives to be pursued in an effort to meet the new challenges;
Amendment 464 #
2011/2051(INI)
Motion for a resolution
Paragraph 13
Paragraph 13
13. Stresses the need for an adequate basic allowance for small farmers, which Member States can optionally determine in those Member States where these farms help to stabilise rural development; calls for theseIs strongly in favour of establishing a specific, simplified aid scheme for the very numerous small farmers in Europe, who help to stabilise rural development and employment; in view of the very considerable diversity of farm structures within the EU, calls for Member States to decide, in accordance with subsidiarity, what percentage of the direct payments to be incorporated in the new subsidy system should be made available to their small farmers; stresses, however, that thisto participate in defining these small farmers, adopting a common criterion: the predominant role of family labour; stresses that having the benefit of this scheme must not hamper the necessary structural change in order to modernise their farms;
Amendment 558 #
2011/2051(INI)
Motion for a resolution
Paragraph 17
Paragraph 17
17. ObservesIs conscious of the fact that, for historical reasons, farms in the European Union have a very diverse structure as regards size, employment arrangements and legal form; is aware that direct payments are moving away from a historical basis to area-based payments and that the provision of public goods is independent of farm size; rejects, therefore, measures which discriminate against particular types of farm, labour productivity and legal form; supports the principles of imposing ceilings and/or degressivity of direct aid in the light of the size of holding, except in the case of agricultural cooperatives or where employment is an important factor; stresses that in this way priority should be assigned to businesses which employ labour;
Amendment 613 #
2011/2051(INI)
Motion for a resolution
Paragraph 19 a (new)
Paragraph 19 a (new)
19a. Considers it important that the CAP, like all other EU policies, be involved in the 2020 Strategy, and that it seems logical under such circumstances that the redistribution of direct aid take account of factors such as employment, the environment and combating climate change;
Amendment 625 #
2011/2051(INI)
Motion for a resolution
Subheading before paragraph 20
Subheading before paragraph 20
III. Resource protection and environmental policy component
Amendment 634 #
2011/2051(INI)
Motion for a resolution
Paragraph 20
Paragraph 20
20. Considers that better resource protection is an element in sustainable farming, which should involve separate support for environmental measures going beyond the requirements of Cross Compliance (CC), which already entail many environmental measures, and being geared to multiannual applications, as a result of which greater environmental benefits can be attained;
Amendment 659 #
2011/2051(INI)
Motion for a resolution
Paragraph 21
Paragraph 21
21. Considers that resource protection should be directly linked to the granting of targeted direct payments in order to attain these environmental objectives to the maximum without the need to introduce new, bureauthat provide incentives to maximise environmental benefits and sustainability, without however creatic environmental conditions into the first pillar; considers that a flat- rate income payment, as envisaged in a top-up model in the first pillar, must cover costs and income lossng insurmountable practical hurdles for farmers or additional red tape for administrative authorities;
Amendment 666 #
2011/2051(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
Amendment 692 #
2011/2051(INI)
Motion for a resolution
Paragraph 22 a (new)
Paragraph 22 a (new)
22a. Rejects the option of a uniform flat- rate direct payment for the whole of the EU and recommends inclusion of the proposals already put forward in the European Parliament's own-initiative report on the future of the CAP after 2013, which provided much of the inspiration for the Commission Communication; considers that this system of direct payments should be applicable to all hectares of farmland and could combine the following three objectives; - the provision of basic aid to ensure not just the socio-economic viability of the competitive and multifunctional model for European agriculture, but also high- quality and wide-scale food safety, the supply of basic public goods, and agricultural activity that provides employment in rural areas, with safety in the workplace criteria obviously governing this employment; - the payment of supplementary aid for enforcing simple, best-practice obligations to protect the environment (protection of soil, water, biodiversity, etc.) and combat global warming adapted to the climate and natural features of each region; some of these already exist through the GAEC, but are not harmonised among Member States, such as mandatory plant cover, environmental set-aside, compulsory rotation, crop diversity (including protein crops), rates of soil organic matter, tillage restrictions, or the presence of hedges, permanent pasture, grazing land and extensively managed crops of great environmental interest; - the provision of specific aid to compensate for natural handicaps in order to maintain agricultural activity in mountain regions, environmentally- sensitive regions, regions within the Natura 2000 network and the outermost regions; this aid would supplement and complement second-pillar aid granted to less-favoured areas;
Amendment 706 #
2011/2051(INI)
Motion for a resolution
Paragraph 23
Paragraph 23
Amendment 721 #
2011/2051(INI)
Motion for a resolution
Paragraph 24
Paragraph 24
Amendment 735 #
2011/2051(INI)
Motion for a resolution
Paragraph 25
Paragraph 25
Amendment 752 #
2011/2051(INI)
Motion for a resolution
Paragraph 26
Paragraph 26
Amendment 768 #
2011/2051(INI)
Motion for a resolution
Paragraph 27
Paragraph 27
27. Considers that direct payments are no longer justified without cross compliance (CC) and therefore that the CC systemonditions and therefore that a cross compliance system that is less complicated in practice and at administrative level (controls) should apply to all recipients of direct payments;
Amendment 789 #
2011/2051(INI)
Motion for a resolution
Paragraph 28
Paragraph 28
28. Calls, in view of the greater concentration of direct payments on resource protection and environmental measures, for a substantial reduction of the scope of CC; calls on the Commission to make significant progress in simplifying and harmonising rules on monitoringonsiders that attaching conditions to direct aid was a necessary first step towards the CAP taking the environment, public health, and animal health and welfare into account; considers, however, that this mechanism has raised a whole range of problems relating to administrative issues and acceptance by farmers in their work; thinks that this system should be simplified and adapted to what farmers are actually able to do; considers, finally, that any future response to environmental challenges and combating climate change will require the gradual and voluntary adoption of new technical production methods, the practical arrangements for which will be included in the conditions governing the distribution of first-pillar direct aid;
Amendment 801 #
2011/2051(INI)
Motion for a resolution
Paragraph 29
Paragraph 29
29. Considers that CC should be restricted to monitoring for compliance with fundamental and recognised standards and standards closely related to farming, which lend themselves to systematic monitoringthe monitoring of CC should be linked more to fundamental evaluation criteria, based on the obligation to achieve results and closely related to farming; believes that farmers themselves should be more involved in this monitoring, given their observation skills and practical experience, and this would have the effect of setting an example and motivating less efficient farmers in particular;
Amendment 852 #
2011/2051(INI)
Motion for a resolution
Paragraph 33 a (new)
Paragraph 33 a (new)
33a. Emphasises that the CAP should incorporate a certain number of flexible and effective market instruments which act as a safety net, fixed at appropriate levels and available in the event of serious market disruption; points out that some of these instruments exist already, but can be adapted, whilst others can be created as needed; considers that, in view of the widely differing conditions in the individual sectors, differentiated sectoral solutions are preferable to across-the- board approaches;
Amendment 858 #
2011/2051(INI)
Motion for a resolution
Paragraph 34
Paragraph 34
34. Considers that, in view of the anticipatedincrease in environmental and climate dangers and the increased risk of epidemics and considerable price fluctuations on agricultural markets, additional risk prevention is of vital importance, particularly at individual farm levelhealth problems, risk management measures must be introduced to complement the range of measures intended to combat excessive price fluctuations; given the multiannual nature of such instruments, endorses the Commission’s proposal to include them among the second-pillar measures;
Amendment 970 #
2011/2051(INI)
Motion for a resolution
Paragraph 42
Paragraph 42
42. Calls on the Commission to examine the extent to which the role of producer groups or sectoral associations can be extended to all production sectors and incorporated into the risk preventionin managing markets and promoting quality can be extended to all production sectors; calls for measures of this kind to take particular account of products covered by quality-label schemes;
Amendment 987 #
2011/2051(INI)
Motion for a resolution
Paragraph 43
Paragraph 43
43. Takes the view, therefore, that the Commission should devise common rules on support from Member States for risk management systems, possibly by creating common rules in the common market organisation, in order to keep to a minimum any distortion of competition and trade; calls, furthermore, on the Commission to notify all measures to introduce risk management and to submit an appropriate impact assessrules governing the common market organisation; considers that these public rules must give producers more negotiating power vis-à- vis processors, increase market transparency (as regards production and sales volumes, stocks, etc.) and bring about certain changes in competition policy, which should be accepted, given that these professional market management arrangements with the legislative proposalll reduce budget expenditure;
Amendment 1007 #
2011/2051(INI)
Motion for a resolution
Paragraph 45
Paragraph 45
Amendment 1058 #
Amendment 1084 #
2011/2051(INI)
Motion for a resolution
Paragraph 48 a (new)
Paragraph 48 a (new)
48a. Takes the view that rural development policy must be complementary to, and consistent with, first pillar support, in order to promote strong and sustainable diversified European agriculture across the EU; considers that this rural development policy must contribute to structural developments and innovation in agriculture throughout the EU, in order to respond to the challenges in the fields of food security, the environment, climate change and employment;
Amendment 1102 #
2011/2051(INI)
Motion for a resolution
Paragraph 48 b (new)
Paragraph 48 b (new)
Amendment 1121 #
2011/2051(INI)
Motion for a resolution
Paragraph 49 a (new)
Paragraph 49 a (new)
49a. Emphasises that rural development policy must enable all the potentials of rural areas to be harnessed, by means of quality agricultural production focusing on direct sales, product promotion, supplying of local markets, diversification of biomass outlets (energy, green chemistry, bio-based materials, etc.), and able to create very place-specific jobs and multiple-service supply (ecotourism, educational farms, agri-tourism, etc.); considers also that this rural policy must serve to increase competitiveness, particularly in the convergence regions, by means of investment in the fields of the production, processing and marketing of agricultural products; believes, lastly, that this rural development policy must contribute to the management of natural resources (watercourses, soil, etc.) and help in the management and restoration of ecosystems, with this simultaneously providing a response to climate change;
Amendment 1132 #
2011/2051(INI)
Motion for a resolution
Paragraph 49 b (new)
Paragraph 49 b (new)
49b. Insists that the measures under axis 1 of the rural development policy must better address the issues connected with the establishment of young farmers following the retirement of older farmers, with this concerning measures in connection with the establishing and modernisation of agricultural holdings; this approach should also consist of facilitating access to the farming profession for young people who are not from a farming background, and include the concept of gradual establishment, necessitating a review of aid eligibility conditions; believes, lastly, that implementation of this establishment support system should be mandatory in all the Member States;
Amendment 1133 #
2011/2051(INI)
Motion for a resolution
Paragraph 49 c (new)
Paragraph 49 c (new)
49c. Proposes that agri-environmental measures should include arrangements for a 5 to 7 year ‘conversion’ agreement enabling farmers who themselves decide to move towards more sustainable production models and to innovate, to receive financial support to cover their taking on the financial risk resulting from the agronomic difficulties that could often arise in the years immediately following their change of farming practices; this aim of this incentive mechanism would be to help farmers better comply with the conditions for the granting of level two under the first pillar direct payments system;
Amendment 1137 #
2011/2051(INI)
Motion for a resolution
Paragraph 49 d (new)
Paragraph 49 d (new)
49d. Suggests that support for consultancy, orchestration and training be incorporated into Axis 1 of the rural development policy to enable the dissemination of knowledge on innovative changes in farming practices towards more sustainable production systems, and to help innovative farmers pass on their experience;
Amendment 1143 #
2011/2051(INI)
Motion for a resolution
Paragraph 50
Paragraph 50
50. Advocates in this connection that the compensatory allowance for disadvantaged areas be retained in the second pillar; considers that it should be ascertained what cofinancing ralls on the Commission to establish objective criteria for the definition of intermediate apprears to be appropriate; calls on the Commission to reta(currently under review) without those criteria leading the existing criteria for demarcation of disadvantagedo a new demarcation that could see the abrupt exclusion of currently eligible areas;
Amendment 1173 #
2011/2051(INI)
Motion for a resolution
Paragraph 51
Paragraph 51
51. Stresses at the same time, however, that rural structures differ widely in the Member States and therefore require different measures; calls therefore for flexibility to allow the Member States to adopt voluntary measures, the cofinancing rate for which should be based on the rates current at the time; points out that the cofinancing rate should continue to take account of the specific needs and circumstances of convergence regions in the post-2013 period;
Amendment 1181 #
2011/2051(INI)
Motion for a resolution
Paragraph 52
Paragraph 52
Amendment 1203 #
2011/2051(INI)
Motion for a resolution
Paragraph 54
Paragraph 54
Amendment 1252 #
2011/2051(INI)
Motion for a resolution
Paragraph 57
Paragraph 57
Amendment 2 #
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 system contributing to the EU efforts to tackling climate change via decarbonisation and should also take account of the EU's social goals;
Amendment 5 #
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 to overcoming the crisis and creating jobs that meet the EU's social standards;
Amendment 8 #
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), connections linking peripheral areas that are lagging behind and other projects with proven European added value financed by Cohesion and Structural Funds;
Amendment 373 #
2011/0302(COD)
Proposal for a regulation
Article 7 – paragraph 2 – subparagraph 1 – point f
Article 7 – paragraph 2 – subparagraph 1 – point f
(f) actions to preduce rail freight noivent noise as well as to mitigate its impact caused by retrofitting of existingail transport through measures for infrastructure and for rolling stock;
Amendment 430 #
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 platforms: the amount of Union financial aid shall not exceed 20% of the eligible cost.
Amendment 442 #
2011/0302(COD)
Proposal for a regulation
Article 10 – paragraph 2 – point b – point ii a (new)
Article 10 – paragraph 2 – point b – point ii a (new)
(ii a) actions to prevent noise as well as to mitigate its impact caused by rail transport by retrofitting of existing rolling stock as well as the improvement of safety of level crossings or replacing them with bridges or underpasses: the amount of Union financial aid shall not exceed 20 % of the eligible cost.
Amendment 457 #
2011/0302(COD)
Proposal for a regulation
Article 10 – paragraph 2 – point c – point i a (new)
Article 10 – paragraph 2 – point c – point i a (new)
(i a) actions to support the development of Motorways of the Sea: the amount of Union financial aid shall not exceed 30% of the eligible costs;
Amendment 460 #
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, freight 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 591 #
2011/0302(COD)
Proposal for a regulation
Annex – Part I - Point a
Annex – Part I - Point a
Innovative Management & Services Single European Sky - SESAR Innovative Management & Services Traffic Management Systems for Road, Rail and, Inland Waterways (ITS, ERTMSand Maritime (ITS, ERTMS, RIS, VTMIS and e- and RISmaritime services) Innovative Management & Services Core Network Ports, Motorways of the Sea and Airports
Amendment 646 #
2011/0302(COD)
Proposal for a regulation
Annex – Part I - point 4 - row 4
Annex – Part I - point 4 - row 4
Amendment 687 #
2011/0302(COD)
Proposal for a regulation
Annex – Part I - point 10 - row 10
Annex – Part I - point 10 - row 10
Main - Main-Donau- IWW studies and works on Canal - Danube several sections and bottlenecks; inland waterway ports: hinterland connections; except for works on the upgrade of the Danube river stretch Straubing- Vilshofen
Amendment 141 #
2011/0294(COD)
Proposal for a regulation
Recital 24
Recital 24
(24) In order to achieve a high-quality and efficient transport infrastructure across all modes the guidelines should contain provisions regarding the security and safety of passengers and freight movements, the impact on and of climate change and of potential natural and man-made disasters on infrastructure and accessibility for all transport users.
Amendment 146 #
2011/0294(COD)
Proposal for a regulation
Recital 25 a (new)
Recital 25 a (new)
(25 a) The core network has been identified on the basis of an objective planning methodology. This methodology has identified the most important urban nodes, ports, airports as well as border crossing points. Wherever possible, these nodes are connected with multimodal links as long as they are economically viable, environmentally sustainable and feasible until 2030. The methodology has ensured the connection of all Member States and the integration of the main islands into the core network.
Amendment 188 #
2011/0294(COD)
Proposal for a regulation
Article 2 – paragraph 1 – indent 2
Article 2 – paragraph 1 – indent 2
– measures promoting the efficient management and use of such infrastructure and enabling sustainable and efficient transport services.
Amendment 274 #
2011/0294(COD)
Proposal for a regulation
Article 5 – paragraph 1 – point g a (new)
Article 5 – paragraph 1 – point g a (new)
(g a) promotion of sustainable and efficient transport services.
Amendment 490 #
2011/0294(COD)
Proposal for a regulation
Chapter 2 – section 4 – title
Chapter 2 – section 4 – title
Maritime transport infrastructure and Motorways of the Sea
Amendment 504 #
2011/0294(COD)
Proposal for a regulation
Article 24 – paragraph 3
Article 24 – paragraph 3
3. Equipment associated with maritime transport infrastructure shall include in particular equipment for traffic and cargo management, for the reduction of negative environmental effects amongst others, for the use of alternative fuels, for ice breaking, for hydrological surveys, and for dredging and maintenance of the port and port approaches.
Amendment 536 #
2011/0294(COD)
Proposal for a regulation
Article 26 – paragraph 3
Article 26 – paragraph 3
3. Member States shall implement VTMIS and SafeSeaNet as provided for in Directive 2002/59/EC and deploy e- Maritime services, including in particular maritime single window services, as provided for in Directive 2010/65/EU.
Amendment 537 #
2011/0294(COD)
Proposal for a regulation
Article 27 – paragraph 1 – point c a (new)
Article 27 – paragraph 1 – point c a (new)
(c a) introduction of new technologies and innovation for promotion of alternative fuels and energy efficient maritime transport, such as LNG.
Amendment 561 #
2011/0294(COD)
Proposal for a regulation
Article 38 – paragraph 1 – introductory part
Article 38 – paragraph 1 – introductory part
The Union, Member States and other project promoters shall pay particular attention to projects of common interest which provide efficient freight transport services that use the infrastructure of the comprehensive network and contribute to reducing carbon dioxide emissions and other external costs of transport. These projects shall in particular aim to:
Amendment 563 #
2011/0294(COD)
Proposal for a regulation
Article 38 – paragraph 1 – point b
Article 38 – paragraph 1 – point b
(b) promote the deployment of innovative transport services or new combinations of proven existing transport services, including through the application of ITS and the development of small scale ancillary infrastructure, necessary to achieve mainly environmental goals of these services as well as the establishment of relevant governance structures;
Amendment 564 #
2011/0294(COD)
Proposal for a regulation
Article 38 – paragraph 1 – point c
Article 38 – paragraph 1 – point c
(c) facilitate multi-modal transport service operations including the accompanying information flows and improve cooperation between transport service providers;
Amendment 566 #
2011/0294(COD)
Proposal for a regulation
Article 38 – paragraph 1 – point e a (new)
Article 38 – paragraph 1 – point e a (new)
(e a) facilitate the deployment of Motorways of the Sea-based services.
Amendment 571 #
2011/0294(COD)
Proposal for a regulation
Article 39 – paragraph 1 – point d
Article 39 – paragraph 1 – point d
(d) improve the operation, accessibility, interoperability, multimodality and efficiency of the network, including multimodal ticketing and transport management;
Amendment 572 #
2011/0294(COD)
Proposal for a regulation
Article 39 – paragraph 1 – point e
Article 39 – paragraph 1 – point e
(e) promote measures to reduce external costs, such as pollution of any kind, including noise, emissions, congestion and health damage;
Amendment 672 #
2011/0294(COD)
Proposal for a regulation
Article 49 – paragraph 3
Article 49 – paragraph 3
3. Core network corridors shall include maritime ports and its accesses, except in duly justified cases. Each corridor shall develop Motorways of the Sea wherever possible in order to achieve efficient and sustainable transport.
Amendment 4 #
2011/0196(COD)
Proposal for a regulation
Article 2 - paragraph 2
Article 2 - paragraph 2
Regulation (EEC) No 561/2006
Article 13
Article 13
(1a) A new paragraph is inserted in Article 13: (-1) Member States may allow derogations from Articles 5 to 9 for vehicles or combinations of vehicles used for carrying materials, equipment or machinery for the driver's use in the course of his work, and which are used only within a 150 kilometre radius from the base of the undertaking and only on the condition that driving the vehicle does not constitute the driver's main activity.
Amendment 323 #
2011/0196(COD)
Proposal for a regulation
Article 2 – paragraph 2
Article 2 – paragraph 2
Regulation (EC) No 561/2006
Article 13 – paragraph 1 – points d, f, p
Article 13 – paragraph 1 – points d, f, p
The distance of ‘50 km’ referred to in points (d), (f) and (p) of Article 13(1) is replaced by ‘1050 km’.
Amendment 28 #
2011/0023(COD)
Proposal for a directive
Recital 11 a (new)
Recital 11 a (new)
(11a) The Member States shall bear the costs of collecting, processing and forwarding PNR data.
Amendment 32 #
2011/0023(COD)
Proposal for a directive
Recital 13
Recital 13
(13) PNR data should be transferred by air carriers to a single designated unit (Passenger Information Unit) in the relevant Member State, so as to ensure clarity and reduce costs to air carrierMember States.
Amendment 49 #
2011/0023(COD)
Proposal for a directive
Recital 28
Recital 28
Amendment 57 #
2011/0023(COD)
Proposal for a directive
Recital 32
Recital 32
(32) In particular, the scope of the Directive is as limited as possible, it allows retention of PNR data for period of time not exceeding 5 yearthree months, after which the data must be deleted, the data must be anonymised after a very short period, the collection and use of sensitive data is prohibited. In order to ensure efficiency and a high level of data protection, Member States are required to ensure that an independent national supervisory authority is responsible for advising and monitoring how PNR data are processed. All processing of PNR data must be logged or documented for the purpose of verification of the lawfulness of the data processing, self-monitoring and ensuring proper data integrity and security of the data processing. Member States must also ensure that passengers are clearly and precisely informed about the collection of PNR data and their rights.
Amendment 64 #
2011/0023(COD)
Proposal for a directive
Article 1 – paragraph 2 a (new)
Article 1 – paragraph 2 a (new)
2a. This Directive does not apply to flights within Europe or to means of transport other than airplanes.
Amendment 89 #
2011/0023(COD)
Proposal for a directive
Article 4 – paragraph 1 a (new)
Article 4 – paragraph 1 a (new)
1a. The Member States shall bear the costs of collecting, processing and forwarding PNR data.
Amendment 91 #
2011/0023(COD)
Proposal for a directive
Article 4 – paragraph 2 – point a
Article 4 – paragraph 2 – point a
Amendment 94 #
2011/0023(COD)
Proposal for a directive
Article 4 – paragraph 2 – point b
Article 4 – paragraph 2 – point b
(b) carrying out an assessment of the passengersfurther assessment – which may be carried out prior to their scheduled arrival or departure from the Member State in order to identify any persons who may be involved in a terrorist offence or serious crime and who require further examination by the competent authorities referred to in Article 5by the competent authorities referred to in Article 5 – of passengers in respect of whom there are factual grounds for suspicion of involvement in a terrorist offence or serious crime. In carrying out such an assessment the Passenger Information Unit may compare PNR data against relevant databases, including international or national databases or national mirrors of Union databases, where they are established on the basis of Union law, on persons or objects sought or under alert, in accordance with Union, international and national rules applicable to such files. Member States shall ensure that any positive match resulting from such automated processing is individually reviewed by non-automated means in order to verify whether the competent authority referred to in Article 5 needs to take action;
Amendment 97 #
2011/0023(COD)
Proposal for a directive
Article 4 – paragraph 2 – point d
Article 4 – paragraph 2 – point d
Amendment 99 #
2011/0023(COD)
Proposal for a directive
Article 4 – paragraph 3 a (new)
Article 4 – paragraph 3 a (new)
3a. The processing of PNR data may be authorised only by order of a court of a Member State following application by the Passenger Information Unit. Only in the event of danger in delay (‘periculum in mora’) may the Passenger Information Unit authorise such processing.
Amendment 101 #
2011/0023(COD)
Proposal for a directive
Article 4 – paragraph 4
Article 4 – paragraph 4
4. The Passenger Information Unit of a Member State shall transfer the PNR data or the results of the processing of PNR data of the persons identified in accordance with points (a) and (b) of paragraph 2 for further examination to the relevant competent authorities of the same Member State. Such transfers shall only be made on a case-by- case basis.
Amendment 111 #
2011/0023(COD)
Proposal for a directive
Article 6 – paragraph 1
Article 6 – paragraph 1
1. Member States shall adopt the necessary measures to ensure that air carriers transfer (i.e. 'push') the PNR data as defined in Article 2(c) and specified in the Annex, to the extent that such data are already collected by them, to the database of the national Passenger Information Unit of the Member State on the territory of which the international flight will land or from the territory of which the flight will depart. Where the flight is code-shared between one or more air carriers, the obligation to transfer the PNR data of all passengers on the flight shall be on the air carrier that operates the flight. Where the flight has one or more stop-overs at the airports of the Member States, air carriers shall transfer the PNR data to the Passenger Information Units of all the Member States concerned.
Amendment 117 #
2011/0023(COD)
Proposal for a directive
Article 6 – paragraph 2 – introductory part
Article 6 – paragraph 2 – introductory part
2. Air carriers shall transfer PNR data by electronic means using the common protocols and supported data formats to be adopted in accordance with the procedure of Articles 13 and 14 or, in the event of technical failure, by any other appropriate means ensuring an appropriate level of data security:
Amendment 125 #
2011/0023(COD)
Proposal for a directive
Article 6 – paragraph 3
Article 6 – paragraph 3
Amendment 131 #
2011/0023(COD)
Proposal for a directive
Article 7 – paragraph 1
Article 7 – paragraph 1
1. Member States shall ensure that, with regard to persons identified by a Passenger Information Unit in accordance with Article 4(2)(a) and (b), the result of the processing of PNR data is transmitted by that Passenger Information Unit to the Passenger Information Units of other Member States where the former Passenger Information Unit considers such transfer to be necessary for the prevention, detection, investigation or prosecution of terrorist offences or serious crime. The Passenger Information Units of the receiving Member States shall transmit such PNR data or the result of the processing of PNR data to their relevant competent authorities.
Amendment 134 #
2011/0023(COD)
Proposal for a directive
Article 7 – paragraph 2
Article 7 – paragraph 2
2. The Passenger Information Unit of a Member State shall have the right to request, if necessary, the Passenger Information Unit of any other Member State to provide it with PNR data that are kept in the latter’s database in accordance with Article 9(1), and, if necessary, also the result of the processing of PNR data. The request for such data may be based on any one or a combination of data elements, as deemed necessary by the requesting Passenger Information Unit for a specific case of prevention, detection, investigation or prosecution of terrorist offences or serious crime. Passenger Information Units shall provide the requested data as soon as practicable and shall provide also the result of the processing of PNR data, if it has already been prepared pursuant to Article 4(2)(a) and (b).
Amendment 141 #
2011/0023(COD)
Proposal for a directive
Article 8 – paragraph 1 – introductory part
Article 8 – paragraph 1 – introductory part
A Member State may transfer PNR data and the results of the processing of PNR data to a third country only on the basis of an international agreement, only on a case-by- case basis and if:
Amendment 144 #
2011/0023(COD)
Proposal for a directive
Article 8 – paragraph 1 – point c
Article 8 – paragraph 1 – point c
(c) the third country agrees to transfer the data to another third countryguarantees that it will use the data only where it is necessary for the purposes of this Directive specified in Article 1(2) and only wi. Transfer by the the expressird country to au thorisation of the Member Staird country is not permitted.
Amendment 148 #
2011/0023(COD)
Proposal for a directive
Article 9 – paragraph 2 – subparagraph 1
Article 9 – paragraph 2 – subparagraph 1
Upon expiry of the period of 30 days after the transfer of the PNR data to the Passenger Information Unit referred to in paragraph 1, the data shall be retained at the Passenger Information Unit for a further period of five yeartwo months. During this period, all data elements which could serve to identify the passenger to whom PNR data relate shall be masked out. Such anonymised PNR data shall be accessible only to a limited number of personnel of the Passenger Information Unit specifically authorised to carry out analysis of PNR data and develop assessment criteria according to Article 4(2)(d). Access to the full PNR data shall be permitted only by the Head of the Passenger Information Unit for the purposes of Article 4(2)(c) and where it could be reasonably believed that it is necessary to carry out an investigation and in response to a specific and actual threat or risk or a specific investigation or prosecution.
Amendment 154 #
2011/0023(COD)
Proposal for a directive
Article 9 – paragraph 4
Article 9 – paragraph 4
4. The result of matching referred to in Article 4(2)(a) and (b) shall be kept by the Passenger Information Unit only as long as necessary to inform the competent authorities of a positive match. Where the result of an automated matching operation has, further to individual review by non- automated means, proven to be negative, it shall, however, be stored so as to avoid future ‘false’ positive matches for a maximum period of three years unless the underlying data have not yet been deleted in accordance with paragraph 3the data shall be deleted from the database at the latest at the expirynd of the five years, in which case the log shall be kept until the underlying data are deletethree-month retention period.
Amendment 169 #
2011/0023(COD)
Proposal for a directive
Article 11 – paragraph 4 a (new)
Article 11 – paragraph 4 a (new)
4 a. A particularly high security standard shall be used for the protection of all data, geared to the latest developments in expert discussions on data protection and constantly updated to include new knowledge and insights. It shall be guaranteed that economic aspects are taken into account as a secondary concern at most when the relevant decisions on the security standards to be applied are taken. In particular, a state of the art encryption process shall be used which: - ensures that data-processing systems cannot be used by unauthorised persons; - ensures that authorised users of a data- processing system can access no data other than those to which their access right refers, and that personal data cannot be read, copied, changed or removed without authorisation when being processed or used and after retention; - ensures that personal data cannot be read, copied, changed or removed without authorisation when being electronically transmitted or during transport or saving to a storage medium, and ensures that it is possible to check and establish to which locations personal data is to be transferred by data transmission facilities. The possibility of retrospectively checking and establishing whether and by whom personal data have been entered in data- processing systems, changed or removed shall be guaranteed. It shall be guaranteed that personal data processed under contract can be processed only in accordance with the contracting entity's instructions. The protection of personal data against accidental destruction or loss shall be guaranteed. The possibility of processing data collected for different purposes separately shall be guaranteed.
Amendment 176 #
2011/0023(COD)
Proposal for a directive
Article 16 – paragraph 1
Article 16 – paragraph 1
Amendment 178 #
2011/0023(COD)
Proposal for a directive
Article 17 – paragraph 1 – point a
Article 17 – paragraph 1 – point a
Amendment 181 #
Amendment 183 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 2
Annex 1 – point 2
Amendment 185 #
Amendment 187 #
Amendment 189 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 5
Annex 1 – point 5
Amendment 191 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 6
Annex 1 – point 6
Amendment 193 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 7
Annex 1 – point 7
Amendment 195 #
Amendment 198 #
Amendment 200 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 10
Annex 1 – point 10
Amendment 202 #
Amendment 204 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 12
Annex 1 – point 12
Amendment 207 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 13
Annex 1 – point 13
Amendment 209 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 14
Annex 1 – point 14
Amendment 211 #
Amendment 213 #
Amendment 215 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 17
Annex 1 – point 17
Amendment 217 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 18
Annex 1 – point 18
(18) Any Advance Passenger Information (API) data collectedin accordance with to Article 3 (2) of Directive 2004/82/EC
Amendment 219 #
2011/0023(COD)
Proposal for a directive
Annex 1 – point 19
Annex 1 – point 19
Amendment 45 #
2010/2235(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Emphasises that clear, quantifiable objectives act as fresh incentives to improve road safety and are essential if comparisons of the progress made by individual Member States are to be drawn up and the implementation of road safety measures is to be monitored and assessed; takes the view that an attempt should be made to quantify the contribution made by individual Member States towards reaching the target in 2020; considers that this contribution should be used as a guide when setting the priorities for national road safety policies;
Amendment 100 #
2010/2235(INI)
Motion for a resolution
Paragraph 22
Paragraph 22
22. Calls for determined efforts to harmonise road signs and road traffic rules by 20135;
Amendment 156 #
2010/2235(INI)
Motion for a resolution
Paragraph 26 a (new)
Paragraph 26 a (new)
26a. Calls, in the context of road planning and maintenance, for greater consideration to be given to infrastructure measures to protect cyclists and pedestrians, e.g. traffic separation measures, the expansion of cycle path networks and barrier-free access arrangements and crossings for pedestrians;
Amendment 237 #
2010/2235(INI)
Motion for a resolution
Paragraph 38
Paragraph 38
38. Calls for the carrying of warning jackets which meet the EN 471 standard for all vehicle occupants and the wearing of warning jackets which meet the EN 1150 standard by cyclists, as a means of improving their visibility, to be made compulsory;
Amendment 283 #
2010/0253(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 12
Article 3 – paragraph 1 – point 12
(12) ‘applicant’ means a licensed railway undertaking, and, in Member States which provide for such a possibility, other persons or legal entities, such as competent authorities under Regulation (EC) No 1370/2007 and shippers, freight forwarders and combined transport operators, with a public-service or commercial interest in procuring infrastructure capacity, for the operation of railway service on their respective territories;
Amendment 283 #
2010/0253(COD)
Proposal for a directive
Article 3 – paragraph 1 – point 12
Article 3 – paragraph 1 – point 12
(12) ‘applicant’ means a licensed railway undertaking, and, in Member States which provide for such a possibility, other persons or legal entities, such as competent authorities under Regulation (EC) No 1370/2007 and shippers, freight forwarders and combined transport operators, with a public-service or commercial interest in procuring infrastructure capacity, for the operation of railway service on their respective territories;
Amendment 313 #
2010/0253(COD)
Proposal for a directive
Article 7 – paragraph 1 a (new)
Article 7 – paragraph 1 a (new)
(1a) The formation of an association within a concern shall not represent a breach of the provisions of this article if guarantees are provided that the undertakings are legally autonomous.
Amendment 313 #
2010/0253(COD)
Proposal for a directive
Article 7 – paragraph 1 a (new)
Article 7 – paragraph 1 a (new)
(1a) The formation of an association within a concern shall not represent a breach of the provisions of this article if guarantees are provided that the undertakings are legally autonomous.
Amendment 324 #
2010/0253(COD)
Proposal for a directive
Article 7 – paragraph 1 – subparagraph 2
Article 7 – paragraph 1 – subparagraph 2
Amendment 324 #
2010/0253(COD)
Proposal for a directive
Article 7 – paragraph 1 – subparagraph 2
Article 7 – paragraph 1 – subparagraph 2
Amendment 435 #
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 sale.
Amendment 435 #
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 sale.
Amendment 451 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 5
Article 13 – paragraph 5
Amendment 451 #
2010/0253(COD)
Proposal for a directive
Article 13 – paragraph 5
Article 13 – paragraph 5
Amendment 470 #
2010/0253(COD)
Proposal for a directive
Article 15 – paragraph 4 – point g a (new)
Article 15 – paragraph 4 – point g a (new)
(ga) working conditions in the sector, for each Member State.
Amendment 470 #
2010/0253(COD)
Proposal for a directive
Article 15 – paragraph 4 – point g a (new)
Article 15 – paragraph 4 – point g a (new)
(ga) working conditions in the sector, for each Member State.
Amendment 475 #
2010/0253(COD)
Proposal for a directive
Article 15 – paragraph 5 – subparagraph 2
Article 15 – paragraph 5 – subparagraph 2
Amendment 475 #
2010/0253(COD)
Proposal for a directive
Article 15 – paragraph 5 – subparagraph 2
Article 15 – paragraph 5 – subparagraph 2
Amendment 482 #
2010/0253(COD)
Proposal for a directive
Article 21 – paragraph 1
Article 21 – paragraph 1
The requirements relating to professional competence shall be met when an applicant railway undertaking can demonstrate that it has or will have a management organisation which possesses the knowledge or experience necessary to exercise safe and reliable operational control and supervision of the type of operations specified in the licence. With that aim in view, it shall also be required to submit proof that its employees have the requisite training, in the form of test certificates issued by a public body, including certificates of fitness and all certificates of competence. The undertaking shall also demonstrate that it has been issued with a safety certificate pursuant to Article 10 of Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on rail safety in the Community1. _____________ 1 OJ L 220, 21.6.2004, p. 16.
Amendment 482 #
2010/0253(COD)
Proposal for a directive
Article 21 – paragraph 1
Article 21 – paragraph 1
The requirements relating to professional competence shall be met when an applicant railway undertaking can demonstrate that it has or will have a management organisation which possesses the knowledge or experience necessary to exercise safe and reliable operational control and supervision of the type of operations specified in the licence. With that aim in view, it shall also be required to submit proof that its employees have the requisite training, in the form of test certificates issued by a public body, including certificates of fitness and all certificates of competence. The undertaking shall also demonstrate that it has been issued with a safety certificate pursuant to Article 10 of Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on rail safety in the Community1. _____________ 1 OJ L 220, 21.6.2004, p. 16.
Amendment 485 #
2010/0253(COD)
Proposal for a directive
Article 22 – paragraph 1
Article 22 – paragraph 1
Without prejudice to Chapter III of Regulation (EC) No 1371/2007 of the European Parliament and of the Council, a railway undertaking shall be adequately insured for cover, in accordance with national and international law, of its liabilities in the event of accidents, in particular in respect of freight, mail and third parties, with a maximum coverage of EUR 100 million per year and per accident. Where external contractors are involved, the contractor shall provide proof that the level of the sum insured guarantees this coverage and that all social security contributions prescribed by national law have been paid.
Amendment 485 #
2010/0253(COD)
Proposal for a directive
Article 22 – paragraph 1
Article 22 – paragraph 1
Without prejudice to Chapter III of Regulation (EC) No 1371/2007 of the European Parliament and of the Council, a railway undertaking shall be adequately insured for cover, in accordance with national and international law, of its liabilities in the event of accidents, in particular in respect of freight, mail and third parties, with a maximum coverage of EUR 100 million per year and per accident. Where external contractors are involved, the contractor shall provide proof that the level of the sum insured guarantees this coverage and that all social security contributions prescribed by national law have been paid.
Amendment 488 #
2010/0253(COD)
Proposal for a directive
Article 24 a (new)
Article 24 a (new)
Amendment 488 #
2010/0253(COD)
Proposal for a directive
Article 24 a (new)
Article 24 a (new)
Amendment 489 #
2010/0253(COD)
Proposal for a directive
Article 24 b (new)
Article 24 b (new)
Railway undertakings shall respect the agreements applicable to international rail transport in force in the Member States in which they operate. They also shall observe the relevant customs and tax provisions.
Amendment 489 #
2010/0253(COD)
Proposal for a directive
Article 24 b (new)
Article 24 b (new)
Railway undertakings shall respect the agreements applicable to international rail transport in force in the Member States in which they operate. They also shall observe the relevant customs and tax provisions.
Amendment 492 #
2010/0253(COD)
Proposal for a directive
Article 27 – paragraph 2 – subparagraph 2
Article 27 – paragraph 2 – subparagraph 2
Amendment 492 #
2010/0253(COD)
Proposal for a directive
Article 27 – paragraph 2 – subparagraph 2
Article 27 – paragraph 2 – subparagraph 2
Amendment 499 #
2010/0253(COD)
Proposal for a directive
Article 30 – paragraph 3 – subparagraph 2
Article 30 – paragraph 3 – subparagraph 2
Amendment 499 #
2010/0253(COD)
Proposal for a directive
Article 30 – paragraph 3 – subparagraph 2
Article 30 – paragraph 3 – subparagraph 2
Amendment 523 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 5 – subparagraph 2
Article 31 – paragraph 5 – subparagraph 2
Amendment 523 #
2010/0253(COD)
Proposal for a directive
Article 31 – paragraph 5 – subparagraph 2
Article 31 – paragraph 5 – subparagraph 2
Amendment 541 #
2010/0253(COD)
Proposal for a directive
Article 32 – paragraph 1 – subparagraph 4
Article 32 – paragraph 1 – subparagraph 4
Amendment 541 #
2010/0253(COD)
Proposal for a directive
Article 32 – paragraph 1 – subparagraph 4
Article 32 – paragraph 1 – subparagraph 4
Amendment 545 #
2010/0253(COD)
Proposal for a directive
Article 32 – paragraph 3 – subparagraph 2
Article 32 – paragraph 3 – subparagraph 2
Amendment 545 #
2010/0253(COD)
Proposal for a directive
Article 32 – paragraph 3 – subparagraph 2
Article 32 – paragraph 3 – subparagraph 2
Amendment 549 #
2010/0253(COD)
Proposal for a directive
Article 35 – paragraph 2 – subparagraph 1
Article 35 – paragraph 2 – subparagraph 1
Amendment 549 #
2010/0253(COD)
Proposal for a directive
Article 35 – paragraph 2 – subparagraph 1
Article 35 – paragraph 2 – subparagraph 1
Amendment 570 #
2010/0253(COD)
Proposal for a directive
Article 43 – paragraph 1 – subparagraph 2
Article 43 – paragraph 1 – subparagraph 2
Amendment 570 #
2010/0253(COD)
Proposal for a directive
Article 43 – paragraph 1 – subparagraph 2
Article 43 – paragraph 1 – subparagraph 2
Amendment 622 #
2010/0253(COD)
Proposal for a directive
Article 56 – paragraph 8 – subparagraph 3
Article 56 – paragraph 8 – subparagraph 3
Amendment 622 #
2010/0253(COD)
Proposal for a directive
Article 56 – paragraph 8 – subparagraph 3
Article 56 – paragraph 8 – subparagraph 3
Amendment 643 #
2010/0253(COD)
Proposal for a directive
Article 60 – paragraph 1
Article 60 – paragraph 1
1. Powers to adopt the delegated acts referred to in Articles 7(1) second subparagraph, 13(5) second subparagraph, 15(5) second subparagraph, 20 third paragraph, 27(2), 30(3) second subparagraph, 31(5) second subparagraph, 32(1) third subparagraph, 32(3), 35(2), 43(1) and 56(8) third sub 20 third paragraph shall be conferred on the Commission for an indeterminate period of time.
Amendment 643 #
2010/0253(COD)
Proposal for a directive
Article 60 – paragraph 1
Article 60 – paragraph 1
1. Powers to adopt the delegated acts referred to in Articles 7(1) second subparagraph, 13(5) second subparagraph, 15(5) second subparagraph, 20 third paragraph, 27(2), 30(3) second subparagraph, 31(5) second subparagraph, 32(1) third subparagraph, 32(3), 35(2), 43(1) and 56(8) third sub 20 third paragraph shall be conferred on the Commission for an indeterminate period of time.
Amendment 96 #
2009/2096(INI)
Motion for a resolution
Paragraph 3 a (new)
Paragraph 3 a (new)
3a. Emphasises the role that should be played by emissions trading in decarbonising the transport sector; underlines that, in line with the ‘polluter pays’ principle, all modes of transport must make their contribution to climate protection and is of the view that, until this is achieved, unilateral cost burdens on individual modes of transport through emissions trading should be avoided in order to create a level playing field;
Amendment 118 #
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 of the 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 comodalitythe development of alternatives to road transport;
Amendment 193 #
2009/2096(INI)
Motion for a resolution
Paragraph 10
Paragraph 10
10. Is of the view that technical interoperability, European certification and, mutual recognition and increased harmonisation of the national safety authorities’ decision-making processes are essential elements of an effectively functioning single market, and that the enforcement of these should figure more prominently in the tasks of the various agencies;
Amendment 240 #
2009/2096(INI)
Motion for a resolution
Paragraph 12 a (new)
Paragraph 12 a (new)
12a. The Commission should stress the importance of RTD and innovation for further improving the technological performance and attractiveness of clean and energy-efficient vehicles to the consumer, such as battery improvement;
Amendment 367 #
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 and rail transport, and a 20% increase in the number of such platforms, by 2020,
Amendment 50 #
2009/0063(COD)
Proposal for a directive
Article 1 – paragraph 2 – subparagraph 1
Article 1 – paragraph 2 – subparagraph 1
2. This Directive applies to any airports located in a territory which is subject to the provisions of the Treaty if they are open to commercial traffic and their annual traffic is over five million passenger movements, and to the airport with the highest passenger movement in each Member State.
Amendment 112 #
2008/0247(COD)
Council position
Article 3 – paragraph 2 a (new)
Article 3 – paragraph 2 a (new)
2a. Defining the actual routing within the rail freight corridors shall be the responsibility of the infrastructure managers involved in the corridor in their respective area of competence.
Amendment 132 #
2008/0247(COD)
Council position
Article 12 – paragraph 1
Article 12 – paragraph 1
1. The management board for a freightshall require each national infrastructure manager involved in a corridor shallto designate or establish a joint body and/or an information system through collaboration between infrastructure managers offering applicants the opportunity to request, one-stop shop as defined in Article 2(2) (ca) for receiving and replying to requests for train paths for freight trains crossing a single place and a single opt least one border along the freight corridor (internation, infrastructure capacity for freight trains crossing at least one border along the freight corridor (the "one-stop shop"al train path). The infrastructure managers involved in a freight corridor shall provide the necessary information in order to deal with international train path requests in line with Article 7( 6a).
Amendment 154 #
2008/0247(COD)
Council position
Article 18 - paragraph 1
Article 18 - paragraph 1
(1) The regulatory bodies referred to in Article 30 of Directive 2001/14/EC shall cooperate in monitoring the competition in the rail freight corridor. In particular, they shall ensure non-discriminatory access to the corridor and shall be the appeal bodies provided under Article 30(2) of that Directive. They shall exchange the necessary information obtained from infrastructure managers and oThey shall exchange the necessary information obtained from infrastructure managers and other relevant parties. They shall cooperate in order to support the establishment of a comparable regulatory level in their relevant partiesMember State in compliance with paragraph 1a of this Article.
Amendment 157 #
2008/0247(COD)
Council position
Article 18 - paragraph 1 a (new)
Article 18 - paragraph 1 a (new)
1a. The regulatory bodies referred to in Article 30 of Directive 2001/14/EC shall ensure non-discriminatory access to the corridor and shall be the appeal bodies provided under Article 30(2) of Directive 2001/14/EC. In order to foster free and fair competition on the railway market in Europe a comparable regulatory level shall be established throughout Europe. Regulatory bodies shall be easily accessible by the market players. They shall be able to take decisions independently and efficiently. They shall have sufficient financial and competent human resources to enable them to investigate all complaints within two months of receipt of all relevant information.