### 2. given the dramatic consequences of the covid-19 crisis on europe’s cultural and creative sectors (ccs) , reinforces the culture strand of the creative europe programme , to support organisations and artists in their recovery , to provide targeted support for the performing arts , in particular the music sector , and to ‘green’ the programme; ### 2. given the dramatic consequences of the covid-19 crisis on europe’s cultural and creative sectors and industries (ccsi) , reinforces the culture strand of the creative europe programme , to support organisations and artists in their recovery , to provide targeted support for the performing arts , in particular the music sector;


### 2. calls on the commission , in the framework of the assessment of the national recovery plans , to provide specific recommendations stressing the need for investments to facilitate women’s full participation in the labour market; ### 2. calls on the commission , in the framework of the assessment of the national recovery plans , to provide specific recommendations stressing the need for investments to make it possible to strike a work-life balance while enabling women to participate fully in the labour market;


### 2. welcomes the increase in the emfaf budget 2022; reiterates that , for fisheries and aquaculture to continue to be viable and competitive , appropriate funding for these sectors is needed; believes that the budget for these sectors must be entirely consistent with the eu objective , notably those set out in the green deal , the new industrial strategy , the ‘farm to fork’ strategy , the new approach for a sustainable blue economy and the eu biodiversity strategy for 2030; takes the view that maintaining the competitive position of the fisheries and aquaculture sectors must go hand in hand with achieving these goals; ### 2. welcomes the increase in the emfaf budget 2022; reiterates that , for fisheries and aquaculture to continue to be viable and competitive , appropriate funding for these sectors is needed; believes that the budget for these sectors can contribute to the eu objective , notably those proposed by the commission in the green deal , the new industrial strategy , the ‘farm to fork’ strategy , the new approach for a sustainable blue economy and the eu biodiversity strategy for 2030; takes the view that maintaining the competitive position of the fisheries and aquaculture sectors must go hand in hand with achieving these goals; takes the view that impact assessments are necessary before council and parliament can take decisions on these goals;


### 2. highlights the need to support research and innovation in the context of the current pandemic and the eu’s green and digital ambitions; calls for making available to horizon europe programme the research decommitments from 2020 in line with article 15(3) of the financial regulation; calls for the expenditure on health research from the union budget to be at least equal to that in the 2021 general budget , given the evolving pandemic situation; calls for allocation of next generation eu funds to sectors hard hit by the crisis and to instruments that can contribute directly to the recovery of the european economy; ### 2. highlights the need to support research and innovation in the context of the challenges arising from the eu’s green and digital ambitions; calls for making available to horizon europe programme the research decommitments from 2020 in line with article 15(3) of the financial regulation; calls for the expenditure on health research from the union budget to be at least equal to that in the 2021 general budget; calls for allocation of next generation eu funds to sectors hard hit by the crisis and to instruments that can contribute directly to the recovery of the european economy;


### 2. stresses that development assistance together with substantial debt relief and further development of international tax cooperation is badly needed to shore up public finances , avert damaging austerity measures and prevent that spending on covid vaccination crowds out other crucial expenditure; calls on the european commission to define a comprehensive european debt relief strategy towards developing countries; ### 2. stresses that development assistance together with substantial debt relief and further development of international tax cooperation is badly needed to shore up public finances , avert damaging austerity measures and prevent that spending on covid vaccination crowds out other crucial expenditure; calls on the european commission to define a comprehensive european debt relief strategy towards developing countries; stresses , however , that debt relief is an ad hoc measure and that in the longer term there is a need to support developing countries in implementing systemic reforms so that they can address their immediate and urgent health , education and social protection needs while at the same time avoiding insolvency;


### 2. highlights the contribution of the european agricultural guarantee fund (eagf) and eafrd to the union objective of mainstreaming climate and biodiversity in the budget 2021-2027; highlights the preliminary estimates showing that their contribution to climate mainstreaming reaches over 20 % of the union target while their contribution to biodiversity mainstreaming represents over 60 % of the union objective , thus compensating for programmes which do not contribute to those goals; ### 2. highlights the contribution of the european agricultural guarantee fund (eagf) and eafrd to a range of development objectives , including on climate and protection of biodiversity , in the budget 2021-2027; highlights the preliminary estimates showing that their contribution to climate mainstreaming reaches over 20 % of the union target while their contribution to biodiversity mainstreaming represents over 60 % of the union objective , thus compensating for programmes which do not contribute to those goals;


### 3. stresses the importance of policies and measures to support labour market transition , especially in the context of the covid-19 crisis; insists on the need for up- and reskilling policies to address the challenges posed by demographic change as well as the green and digital transition; recalls that the integration into the labour market of the most vulnerable groups , such as people in poverty , people with disabilities , young and elderly people , and the unemployed , is paramount; ### 3. stresses the importance of policies and measures to support labour market transition , especially in the context of the covid-19 crisis; insists on the need for up- and reskilling policies to address the challenges posed by demographic change as well as the green and digital transition; recalls that the post-covid recovery of the economy and the labour market must remain a priority; recalls that the integration into the labour market of the most vulnerable groups , such as people in poverty , people with disabilities , young and elderly people , and the unemployed , is paramount; emphasises the importance of lifelong learning in this regard;


### 3. urges the member states once more to earmark at least 2 % of the recovery and resilience facility for the recovery of the ccs and industries; ### 3. urges the member states once more to earmark at least 2 % of the recovery and resilience facility for the recovery of the ccsi; believes that such earmarking is necessary and important for preserving the values of the member states;


### 3. regrets the lack of ambition of draft budget for 2022 in regards to sme policy; underlines that without additional support it will not be possible to address adequately the severe , long-term consequences of the crisis on smes. ### 3. regrets the lack of ambition of draft budget for 2022 in regards to sme policy; recalls the analysis showing that there are distinct differences among sectors in the level of severity of impact and the extent of rebound; underlines that without additional long-term support it will not be possible to address adequately the severe , long-term consequences of the crisis on smes.


### 3. points out the urgency of scaling up funds for health care , food security and nutrition , education , social protection and gender equality and to reinforce the people - global challenges line from the emerging challenges and priorities cushion; stresses that human development should be prioritised in geographical lines; ### 3. points out the urgency of scaling up funds for health care , food security and nutrition , education and social protection and to reinforce the people - global challenges line from the emerging challenges and priorities cushion; stresses that human development should be prioritised in geographical lines;


### 4. insists that no funding from any of the three strands of the creative europe programme should be used for financing projects in the framework of the new european bauhaus initiative , in line with the repeated commitment of the commissioner for innovation , research , culture , education and youth to this effect , in order to prevent diversion of the programme’s already thinly spread funds towards new , unforeseen political priorities; ### 4. insists that no funding from any of the three strands of the creative europe programme should be used for financing projects in the framework of the new european bauhaus initiative , in line with the repeated commitment of the commissioner for innovation , research , culture , education and youth to this effect , in order to stop the programme’s already strained funding from being spread too thin to cover new , unforeseen political priorities , thus "watering down" the effects and impacts of such funding where it really matters;


### 4. calls on the commission to increase the budget of the eige in order to promote gender equality across the union , particularly in the light of the impact of the covid-19 pandemic on women; ### 4. calls on the commission to ensure that the budget of the eige is sufficient to promote gender equality across the union , particularly in the light of the impact of the covid-19 pandemic on women;


### 4. calls on the commission to ensure that it will be able to convincingly demonstrate adherence to the ndici regulation’s provisions on expenditure for social inclusion and human development , gender , climate , biodiversity and migration objectives and full respect of the requirement that 93% of the ndici expenditure shall qualify as official development assistance; insists on the need to increase oda , in particular to least developed countries , so as to contribute to fulfilment of the eu’s and its member states’ collective pledges; ### 4. calls on the commission to ensure that it will be able to convincingly demonstrate adherence to the ndici regulation’s provisions on expenditure for social inclusion and human development , biodiversity and migration objectives and full respect of the requirement that 93% of the ndici expenditure shall qualify as official development assistance; insists on the need to increase oda , in particular to least developed countries , so as to contribute to fulfilment of the eu’s and its member states’ collective pledges;


### 4. recalls that the covid-19 pandemic has emphasised the strategic role that agriculture plays in avoiding a food crisis by providing safe , high-quality food at affordable prices; insists that some of the covid-19 crisis measures supporting agricultural sectors need to be continued in 2022 to mitigate the impact of the covid-19 pandemic; ### 4. recalls that the covid-19 pandemic has emphasised the strategic role that agriculture plays in avoiding a food crisis by providing safe , high-quality food at affordable prices; insists that some of the covid-19 crisis measures supporting agricultural sectors need to be continued and provided with additional funds in 2022 to mitigate the impact of the covid-19 pandemic;


### 5. emphasises that more funding is needed to fund all high-quality projects submitted in the framework of calls for proposals under the citizens’ engagement and participation strand of the citizens , equality , rights and values programme and to tackle the historically low application success rate of that strand; ### deleted


### 5. reiterates its request to assign an independent budget line to the objective in the cerv programme dedicated to promote gender equality; reaffirms its request to increase resources for the daphne strand; ### 5. reaffirms its request to increase resources for the daphne strand;


### 5. stresses the necessity to allocate a significant share of the horizon europe funds to the agri-food sector to support research and innovation in food , agriculture and rural development in order to accommodate the ambitions of the european green deal; urges the commission to ensure that the results reach farm level; recalls the importance of proper advisory services for farmers to integrate state-of-the-art technologies and improve the sector’s competitiveness and sustainability. ### 5. stresses the necessity to allocate a significant share of the horizon europe funds to the agri-food sector to support research and innovation in food , agriculture and rural development in order to improve agricultural productivity and accommodate the ambitions of the european green deal; urges the commission to ensure that the results reach farm level; calls on the commission to implement the multi-actor approach in the horizon europe programme in an effective and practical manner , so that farmers or their representative organisations do not have a marginal or purely symbolic role in these programmes but are involved in the process of design , implementation and dissemination throughout the life of the project; recalls the importance of proper and accessible advisory services for farmers to integrate state-of-the-art technologies and practices and improve the sector’s competitiveness and sustainability.


### 5. stresses the necessity to allocate a significant share of the horizon europe funds to the agri-food sector to support research and innovation in food , agriculture and rural development in order to accommodate the ambitions of the european green deal; urges the commission to ensure that the results reach farm level; recalls the importance of proper advisory services for farmers to integrate state-of-the-art technologies and improve the sector’s competitiveness and sustainability. ### 5. stresses the necessity to allocate a significant share of the horizon europe funds to the agri-food sector to support research and innovation in food , agriculture and rural development; urges the commission to ensure that the results reach farm level; recalls the importance of proper advisory services for farmers to integrate state-of-the-art technologies and improve the sector’s competitiveness and sustainability; stresses the need to maintain a geographical balance between all member states as regards access to horizon europe funding.


### 6. stresses the importance of using european structural and investment funds to promote gender equality , women’s employment and access to the labour market , childcare and long-term care facilities; ### 6. stresses the importance of using european structural and investment funds to promote equality between women and men , women’s employment and access to the labour market , childcare and long-term care facilities , and solutions that make it possible to strike a balance between work and family life;


### 7. calls for the budget to encourage women’s participation and interest in the digital economy and stem sectors and careers through union programmes , including the youth employment initiative. ### 7. calls for the budget to improve education and training , and to encourage women’s participation and interest in the digital economy and stem sectors and careers through union programmes , including the youth employment initiative.


### e. whereas road transport is still dominant in freight transport and accounts for more than 73 % of all land transport while rail has only around a 17 % share and inland waterways a bit more than 5 %; ### e. whereas road transport is still dominant in freight transport and accounts for more than 73 % of all land transport while rail has only around a 17 % share and inland waterways a bit more than 5 % , and whereas a substantial growth in sustainable modal shift for freight requires a considerable increase of the investments in the transport infrastructure , in intermodal terminals and logistic nodes , in the digital applications for interoperability , such as ertms , and for increasing freight capacity , such as the digital automatic coupling (dac);


### e. whereas road transport is still dominant in freight transport and accounts for more than 73 % of all land transport while rail has only around a 17 % share and inland waterways a bit more than 5 %; ### e. whereas road transport is still dominant in freight transport and accounts for more than 73 % of all land transport while rail has only around a 17 % share and inland waterways a bit more than 5 %; whereas limitations continue to exist related to the type and amount of freight that can be shifted on to other transport modes , underlining the crucial need to improve the efficiency of the eu multimodal freight transport network


### 1. calls on the commission and the member states to include gender mainstreaming in transport-related legislation , policy , programmes and action , to support cooperation with stakeholders and the exchange of good practices to increase the number of women in transport professions , and to improve the collection and analysis of sex-disaggregated data on behaviour , needs and concerns in mobility; ### deleted


### 1. calls on the commission and the member states to include gender mainstreaming in transport-related legislation , policy , programmes and action , to support cooperation with stakeholders and the exchange of good practices to increase the number of women in transport professions , and to improve the collection and analysis of sex-disaggregated data on behaviour , needs and concerns in mobility; ### 1. calls on the commission and the member states to enhance equality between men and women in transport-related legislation , policy , programmes and action , to support cooperation with stakeholders and the exchange of good practices to increase the number of women in transport professions , and to improve the collection and analysis of sex-disaggregated data on behaviour , needs and concerns in mobility;


### 1. stresses the need for ambitious policies to reduce transport’s reliance on fossil fuels without delay; ### 1. stresses the need for ambitious policies to reduce transport’s reliance on fossil fuels , with a particular focus on low-emission technologies that represent an effective transition phase solution;


### 2. calls on the commission and the member states to support the sustainable and smart mobility transformation through the next generation eu recovery package; ### 2. calls on the commission and the member states to support the sustainable and smart mobility transformation through the next generation eu recovery package; emphasizes that the national recovery plans should include the proper amount of rail investments in infrastructure and rolling stock , so that the goals of the mobility strategy could be achieved.


### 2. highlights the fact that women tend to use new mobility services like car sharing less often , as their daily travel patterns are very different to and more complex than men’s1; stresses that smart and sustainable mobility solutions should be designed fairly to improve mobility and accessibility for all; ### 2. highlights the fact that new mobility services like car sharing are a challenge for both men and women; stresses that smart and sustainable mobility solutions should be designed fairly to improve mobility and accessibility for all;


### 2. highlights the fact that women tend to use new mobility services like car sharing less often , as their daily travel patterns are very different to and more complex than men’s1 ; stresses that smart and sustainable mobility solutions should be designed fairly to improve mobility and accessibility for all; ### 2. highlights the fact that women tend to use new mobility services like car sharing less often , as their daily travel patterns are very different to and more complex than men’s1 ; stresses that smart and sustainable mobility solutions should be designed fairly to improve mobility and accessibility for all; emphasises the importance of the eu to respect the freedom of choice;


### 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; ### 3. welcomes the commission’s efforts to accelerate the uptake of zero-emission vehicles and zero-emission fuels such as green hydrogen and synthetic fuels; calls on the commission to aim for higher numbers of zero emission light- and heavy-duty vehicles by 2030 and to consider more stringent co2 standards , and air-pollutant emission standards; calls on the commission to gradually shift away from a tank-to-wheel to a well-to-wheel approach to measure co2 emissions and propose solutions to further decarbonise.


### 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; ### 3. welcomes the commission’s efforts to accelerate the uptake of zero-emission vehicles and low- 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 , while considering accompanying measures to support the market uptake of zero-emission heavy-duty vehicles , such as the revision of rules on weight and dimensions.


### 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; ### 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 low-emission alternative light- and heavy-duty vehicles by 2030 and to assess co2 and air-pollutant emission in a broader perspective , such as well-to-wheel , life cycle assessment , or a fuel crediting system for renewable fuels


### 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; ### 3. welcomes the commission’s efforts to accelerate the uptake of low and zero-emission vehicles low and zero-emission fuels; calls on the commission to aim for higher numbers of low and zero-emission light- and heavy-duty vehicles by 2030;


### 3. calls on the commission , the member states , local authorities and the relevant stakeholders to provide a transport system that is tailored to women’s needs and their favoured modes of transport by improving accessibility , safety (particularly during the pandemic) and comfort , and prioritising adequate investment accordingly; ### 3. emphasises the importance to provide a transport system for all by improving accessibility , safety (particularly during the pandemic) and comfort;


### 3. calls on the commission , the member states , local authorities and the relevant stakeholders to provide a transport system that is tailored to women’s needs and their favoured modes of transport by improving accessibility , safety (particularly during the pandemic) and comfort , and prioritising adequate investment accordingly; ### 3. calls on the commission , the member states , local authorities and the relevant stakeholders to provide a transport system that takes into account the varying needs of women and men alike and the modes of transport they actually prefer to use by improving accessibility , safety (particularly during the pandemic) and comfort , and prioritising adequate investment accordingly;


### 3. calls on the commission , the member states , local authorities and the relevant stakeholders to provide a transport system that is tailored to women’s needs and their favoured modes of transport by improving accessibility , safety (particularly during the pandemic) and comfort , and prioritising adequate investment accordingly; ### 3. calls on the commission , the member states , local authorities and the relevant stakeholders to provide a transport system that is tailored to the needs of women and men , as well as their families , and their favoured modes of transport by improving accessibility , safety (particularly during the pandemic) and comfort , and prioritising adequate investment accordingly;


### 4. calls on the commission to propose binding targets for public charging points as well as for hydrogen refuelling stations; believes that directive 2014/94/eu of the european parliament and of the council of 22 october 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; ### 4. calls on the commission to propose general targets for public charging points and hydrogen refuelling stations , while leaving the setting of national targets up to member states under their national policy frameworks , taking into account social-economical and geographical situation , national and regional demand , density of infrastructure network and other specifics of each country; stresses that in the forthcoming revision of directive 2014/94/eu of the european parliament and of the council of 22 october 2014 on the deployment of alternative fuels infrastructure2 the commission shall foreseen additional actions to ensure full interoperability of infrastructure devoted to low and zero-emission alternative fuel vehicles and all services of alternative fuels infrastructure use;


### 4. calls on the commission to propose binding targets for public charging points as well as for hydrogen refuelling stations; believes that directive 2014/94/eu of the european parliament and of the council of 22 october 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; ### 4. calls on the commission to propose binding targets for public charging points and refuelling infrastructure for a broad range of low carbon fuels such as cng , lng , green hydrogen and synthetic fuels; believes that directive 2014/94/eu of the european parliament and of the council of 22 october 2014 on the deployment of alternative fuels infrastructure should be transformed into a regulation;


### 4. calls on the commission to propose binding targets for public charging points as well as for hydrogen refuelling stations; believes that directive 2014/94/eu of the european parliament and of the council of 22 october 2014 on the deployment of alternative fuels infrastructure2 should be transformed into a regulation; ### 4. calls on the commission to confirm the approach adopted in directive 2014/94/eu of the european parliament and of the council of 22 october 2014 , promoting the deployment of alternative fuels within the technological neutrality principle


### 4. calls on the commission and the member states to take initiatives to make public spaces in european cities safe and free of harassment by sharing best practices and improving legislation , management , policies , infrastructure and security technology; ### 4. emphasises the importance to make public spaces in european cities safe and free of harassment by sharing best practices and improving national legislation , management , policies , infrastructure and security technology;


### 5. underlines that zero-emission fuels , such as clean hydrogen and synthetic fuels , should be used in accordance with the ‘energy efficiency first’ principle , mainly for those transport modes where direct electrification is not possible or not yet market-ready; ### 5. underlines that zero-emission fuels , such as clean hydrogen and synthetic fuels , should be used in accordance with the ‘energy efficiency first’ principle , mainly for those transport modes where direct electrification is not yet mature and that the deployment of alternative fuels , and their renewable and bio pathways , shall be pursued in all transport modes.


### 5. underlines that zero-emission fuels , such as clean hydrogen and synthetic fuels , should be used in accordance with the ‘energy efficiency first’ principle , mainly for those transport modes where direct electrification is not possible or not yet market-ready; ### 5. underlines that zero-emission fuels , such as green hydrogen , synthetic fuels , should be used in accordance with the ‘energy efficiency first’ principle , mainly for those transport modes such as long distance road freight and passenger transport , where direct electrification is not possible or not yet market-ready;


### 5. urges the commission to issue recommendations to increase women’s participation in mobility-related consultation , planning and decision-making processes and to encourage companies to improve equal opportunities for women , with a particular focus on innovation in transport , the shift towards sustainable mobility , attracting and retaining talent , and improving working conditions. ### 5. urges the commission to issue recommendations to increase participation in consultation , planning and decision-making processes regarding professional and private mobility for those with different needs , both women and men , as well as their families , and to encourage companies to improve equal opportunities for women and men , with a particular focus on innovation in transport , the shift towards sustainable mobility , attracting and retaining talent , and improving working conditions;


### 5. urges the commission to issue recommendations to increase women’s participation in mobility-related consultation , planning and decision-making processes and to encourage companies to improve equal opportunities for women , with a particular focus on innovation in transport , the shift towards sustainable mobility , attracting and retaining talent , and improving working conditions. ### 5. urges the commission to respect the principle of subsidiarity in areas such as women’s participation in mobility-related consultation , planning and decision-making processes and to enable innovation in transport for the benefit of all.


### 5. urges the commission to issue recommendations to increase women’s participation in mobility-related consultation , planning and decision-making processes and to encourage companies to improve equal opportunities for women , with a particular focus on innovation in transport , the shift towards sustainable mobility , attracting and retaining talent , and improving working conditions. ### 5. urges the commission to issue recommendations to promote and further increase women’s participation in mobility-related consultation , planning and decision-making processes and to encourage companies to improve equal opportunities for women and men , with a particular focus on innovation in transport , the shift towards sustainable mobility , attracting and retaining talent , and improving working conditions.


### 6. calls on the commission to further support industrial alliances like the european battery alliance and the european clean hydrogen alliance; stresses that the state aid rules relevant to transport should be revised to enable more public support to develop and deploy clean and smart mobility technologies and their related industries; calls on the commission and the member states to support strategic value chains; ### 6. calls on the commission to further support industrial alliances like the european battery alliance , the european clean hydrogen alliance and the renewable & low carbon liquid fuels value chain alliance to preserve european markets' competitiveness; stresses that the state aid rules relevant to transport should be revised to enable more public support to develop and deploy alternative fuels technologies and their related industries; calls on the commission and the member states to support strategic value chains;


### 7. welcomes the announced proposals on sustainable fuels for aviation and maritime; underlines that any use of biofuels needs to meet the eu sustainability criteria , which take life-cycle greenhouse gas emissions into account; ### 7. welcomes the announced proposals on sustainable fuels and calls on the commission to promote the adoption of alternative fuels and their renewable and bio pathways in aviation and maritime sectors; underlines that any use of biofuels needs to meet the eu sustainability criteria , which take life-cycle greenhouse gas emissions into account; underlines the need to assess the impact of each technology in a broader perspective , well to wheel or life cycle assessment


### 8. calls on the commission to provide incentives for , and support research into and the development of alternative propulsion systems that use direct electricity or fuel cells in the maritime and aviation sectors; ### 8. calls on the commission to provide incentives for , and support research into and the development of all alternative propulsion systems in the maritime and aviation sectors;


### 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; ### 9. welcomes the commission’s idea to offer consumers carbon-neutral choices for scheduled collective travel by 2030 , and stresses importance of sustainable and climate-friendly collective passenger transport such as railway and long-distance buses: bus carriages often have an important social role and they are either complementary to rail or the only mobility option in many regions and areas , and provide affordable and sustainable connectivity for millions of citizens;


### 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; ### 9. notes the commission’s idea to offer consumers carbon-neutral choices for scheduled collective travel by 2030; stresses that the passenger transport sector suffered significant financial losses as a result of the covid-19 pandemic and therefore needs adequate financial support and a gradual introduction of zero-emission solutions depending on the speed of technological development;


### 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; ### 9. welcomes the commission’s idea to offer consumers carbon-neutral choices for scheduled collective travel by 2030 but underlines that this objective should not be met when zero carbon fuels based on the well-to-wheel approach are taken into account and recognising that zero-emission at the tailpipe is not viable option for longer distance and travelling by coach.


### 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; ### 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 however that the commission does not take the potential of maritime passenger transport into account in this context;


### 10. stresses the need to complete missing cross-border links to improve interurban cross-country connections; ### 10. stresses the need to complete missing cross-border links to improve interurban cross-country connections; reminds the positive impact that the establishment of competitive high quality high speed train connections between urban nodes had in some member states in terms of travel quality and accessibility of urban and touristic areas where high-quality high-speed services are provided in a competitive rail market framework;


### 10. stresses the need to complete missing cross-border links to improve interurban cross-country connections; ### 10. stresses the need to complete missing cross-border links , including via motorways of the sea , to improve interurban cross-country connections;


### 11. calls on the member states to significantly increase their efforts to increase the share of walking and cycling in urban and rural areas; ### 11. calls on the member states to significantly increase their efforts to increase the share of sustainable mobility solutions , such as collective passenger transport , walking and cycling in urban and rural areas;


### 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 years; ### 13. acknowledges that the share of road freight demand has increased in recent years and stresses the need to increase efforts to improve the complementarity , greening and efficiency of the multimodal freight transport and logistics chain in order to increase its contribution towards the decarbonisation the eu transport network;


### 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 years; ### 13. welcomes the commission’s continued support to shift freight transport towards rail , short sea shipping and inland waterways; underlines , in this context , that rather than setting unrealistic goals , intermodal transport requires the introduction of appropriate incentives that take account of the characteristics and needs of each mode of transport and investments in infrastructure;


### 14. stresses the need to complete the internalisation of external costs for all modes of transport; ### 14. stresses the need to continue the internalisation of external costs for all modes of transport , as it offers important steps towards a more efficient use of the infrastructures and reducing the transport sector’s emissions , while the proposed measures should clearly justify gains and benefits for users against the increase in costs , as well as offer solutions on how to secure fairness for transport users and to avoid a disproportionate burden for certain segments of the population;


### 14. stresses the need to complete the internalisation of external costs for all modes of transport; ### 14. stresses the need to complete the internalisation of external costs for all modes of transport; highlights that the promotion of modal shift from passenger cars , by far the largest contributor to external costs , towards collective transport means having the lowest externalities (e.g. sustainable collective passenger transport) , and will accelerate the decarbonisation of road transport.


### 14. stresses the need to complete the internalisation of external costs for all modes of transport; ### 14. stresses the need to complete the internalisation of external costs for all modes of transport , assessing the impacts of each technology in a broader perspective , well-to-wheel or life cycle assessment


### 15. welcomes the inclusion of the maritime sector in the eu emissions trading system (ets) and the planned reduction of allowances allocated for free to the aviation sector; ### 15. welcomes the idea of inclusion of the maritime sector in the eu emissions trading system (ets) and the planned reduction of allowances allocated for free to the aviation sector; taking into account strong international dimension of both modes of transport , underlines that eu shall play a leading role in the discussion on the market based measures on the global level and emphasizes the need for a comprehensive impact assessment that takes into consideration potential impacts that may affect the european economy and trade;


### 15. welcomes the inclusion of the maritime sector in the eu emissions trading system (ets) and the planned reduction of allowances allocated for free to the aviation sector; ### 15. awaits the impact assessment of the european commission regarding the possible integration of the maritime sector in the eu emissions trading system (ets) in view of safeguarding the global level playing field and the competitiveness of the european maritime sector and ports and ensuring the compatibility with the international framework; welcomes the planned reduction of allowances allocated for free to the aviation sector;


### 15. welcomes the inclusion of the maritime sector in the eu emissions trading system (ets) and the planned reduction of allowances allocated for free to the aviation sector; ### 15. welcomes the planned reduction of allowances allocated for free to the aviation sector;


### 16. rejects the direct inclusion of emissions from road transport in the eu ets , including the setting up of any kind of parallel scheme; ### 16. rejects the direct inclusion of emissions from road transport in the eu ets , including the setting up of any kind of parallel scheme; highlights that such an inclusion will be ineffective to cut transport emissions.


### 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; ### deleted


### 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; ### 17. insists on promoting the deployment of alternative fuels and their renewable and bio pathways , and considers the revision of the energy taxation directive as the best possibility to achieve a stable and predictable carbon price , with the indication to assess the impacts of each technology in a broader perspective , well to wheel or lifecycle assessment


### 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; ### 17. encourages the phasing-out of direct and indirect fossil fuel subsidies by 2022 in the union and in each member state , providing that economically viable and sustainable alternatives are available and incentivised , and considers the revision of the energy taxation directive as the best possibility to achieve a stable and predictable carbon price , and to favour the use of the most energy efficient means of transport , such as the collective passenger transport.


### 18. highlights that carbon pricing is not the sole way forward to tackle co2 emissions from road transport modes and stresses the importance of the climate action regulation; ### 18. supports that carbon pricing is an effective means forward to tackle co2 emissions from road transport , provided it does not lead to higher fuel prices overall , but helps to make low and zero carbon fuels competitive compared with their fossil counterparts.


### 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; ### 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; nevertheless , reminds the need to ensure an adequate level playing field among all transport operators and the digital platforms in terms of data access and exchange;


### 22. encourages the commission to commit strongly to the shift2rail and sesar joint undertakings as well as the development of the vessel traffic monitoring and information systems; ### 22. encourages the commission to commit strongly to the shift2rail and sesar joint undertakings as well as the development of the vessel traffic monitoring and information systems; furthermore , recommends that the commission adopt all useful measures to ensure adequate synergies among the jus and with other eu financial programmes with the aim to boost the industrial and innovative outputs of the jus;


### 23. highlights that all means of digitalisation should be used to decrease greenhouse gas emissions and increase transport safety; believes that it is of vital importance to ensure that every step of digitalisation contributes to a lower overall transport volume; ### 23. highlights that all means of digitalisation should be used to decrease greenhouse gas emissions , increase transport safety and avoid new taxation schemes; believes that it is of vital importance to ensure that every step of digitalisation contributes to a lower overall transport volume;


### 23. highlights that all means of digitalisation should be used to decrease greenhouse gas emissions and increase transport safety; believes that it is of vital importance to ensure that every step of digitalisation contributes to a lower overall transport volume; ### 23. highlights that all means of digitalisation should be used also to decrease greenhouse gas emissions and increase transport safety; believes that it is of vital importance to ensure that every step of digitalisation contributes to a lower overall transport volume;


### 24. notes that the shift towards sustainable and smart mobility requires the sharing of data and proper data-integration between all relevant stakeholders; ### 24. notes that the shift towards sustainable and smart mobility requires an appropriate legal framework to ensure the sharing of data and proper data-integration between all relevant stakeholders , provided that a level playing field among all the stakeholders involved in terms of data access and exchange is ensured;


### 27. believes that transport is the backbone of a well-functioning internal market and is of utmost importance for european socioeconomic and territorial cohesion; ### 27. believes that transport is the backbone of a well-functioning internal market and is of utmost importance for european socioeconomic and territorial cohesion and recognizing the importance of digitalization and decarbonisation calls on the commission and member states to make all necessary further efforts to ensure , adequate transport infrastructure in all regions of the eu. in this case introduction of the ‘do no significant harm’ principle should be introduced carefully.


### 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; ### 28. stresses that the shift towards sustainable and smart mobility should preserve european competitiveness also by creating 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


### 31. believes that the union’s industrial strategy , in particular the european battery and hydrogen alliance , will help to create well-paid and secure jobs throughout the union; ### 31. believes that the union’s industrial strategy , in particular the european battery and hydrogen alliance , as well as the renewable & low carbon liquid fuels value chain alliance will help to create well-paid and secure jobs throughout the union as well as the development of renewable and biofuels chains


### 25. proposes yearly high-level meetings; ### 25. proposes yearly high-level meetings for all stakeholders to strengthen coordination of activities on a common atlantic maritime strategy;


### (1) regulation (ec) no 549/2004 of the european parliament and of the council23 , regulation (ec) no 550/2004 of the european parliament and of the council24 and regulation (ec) no 551/2004 of the european parliament and of the council25 have been substantially amended. since further amendments are to be made , those regulations should be recast in the interests of clarity. ### (1) regulation (ec) no 549/2004 of the european parliament and of the council23 , regulation (ec) no 550/2004 of the european parliament and of the council24 and regulation (ec) no 551/2004 of the european parliament and of the council25 have been substantially amended. since further amendments are to be made in order to ensure that airspace policy is future-proof and fosters the resilience , efficiency and competitiveness of the sector , those regulations should be recast in the interests of clarity.


### (21) the traffic management of unmanned aircraft requires the availability of common information services. in order to contain the costs of such traffic management , prices for common information services should be based on cost and a reasonable mark-up for profit , and should be subject to approval by national supervisory authorities. to enable the provision of the service , the required data should be made available by air navigation service providers. ### (21) the entry of unmanned aircraft operations must lead to a safe and shared use of the european airspace amongst unmanned and traditional operations. the integrated traffic management of unmanned aircraft requires the availability of common information services in view of a common understanding of airspace activity. in order to contain the costs of such traffic management , prices for common information services should be based on cost and a reasonable mark-up for profit , and should be subject to approval by national supervisory authorities. to enable the provision of the service , the required data should be made available by air navigation service providers.


### (28) the charging scheme should be based on the principle that airspace users should pay for the cost incurred for the provision of the services received but that only cost imputable to such service and not covered otherwise should be taken into account. the costs related to the network manager should be included in the determined costs eligible to be charged to airspace users. charges should encourage the safe , efficient , effective and sustainable provision of air navigation services with a view to achieving a high level of safety and cost-efficiency and meeting the performance targets and they should stimulate integrated service provision , whilst reducing the environmental impact of aviation. ### (28) article 15 of the 1944 chicago convention on civil aviation recognises that charges may be imposed or are permitted to be imposed by a contracting state for the use of air navigation facilities. the charging scheme should be based on the principle that airspace users should pay for the cost incurred for the necessary use of the services received but that only cost imputable to the use of such service and not covered otherwise should be taken into account. the costs related to the network manager should be included in the determined costs eligible to be charged to airspace users. charges should encourage the safe , efficient , effective and sustainable provision of air navigation services with a view to achieving a high level of safety and cost-efficiency and meeting the performance targets and they should stimulate integrated service provision , whilst reducing the environmental impact of aviation.


### (30) in order to incentivise airspace users to fly the shortest route , in particular in times of congestion , it should be possible to establish a common unit rate for en route services across the single european sky airspace. the establishment of any such common unit rate should be revenue neutral for air traffic service providers. ### deleted


### 7. ‘air traffic flow and capacity management (atfcm)’ means a service aiming at protecting air traffic control from over-delivery and optimising the use of the available capacity; ### 7. ‘capacity management service’ means a service aiming at protecting air traffic control from over-delivery and optimising the use of the available capacity , performed at network level by the network manager and at regional and local level by ansps.


### 13. ‘airspace structure’ means a specific volume of airspace defined with a view to ensuring the safe and optimal operation of aircraft; ### 13. ‘airspace structure’ means a specific volume and use of airspace defined with a view to ensuring the safe and optimal operation of aircraft;


### 22. ‘common information service (cis)’ means a service consisting in the collection of static and dynamic data and their dissemination to enable the provision of services for the management of traffic of unmanned aircraft; ### 22. ‘common information service (cis)’ means a service consisting in the collection of static and dynamic data and their dissemination to enable the provision of services for unmanned aircraft;


### 26. ‘cooperative decision-making’ means a process in which decisions are made based on interaction and consultation with member states , operational stakeholders and other actors as appropriate; ### 26. ‘cooperative decision-making’ means a process in which decisions are made based on interaction and consultation with operational stakeholders and with member states and other actors as appropriate;


### 38. ‘meteorological services’ means the facilities and services that provide aircraft with meteorological forecasts , warnings , briefings and observations for air navigation purposes , as well as any other meteorological information and data provided by states for aeronautical use; ### 38. ‘meteorological services’ means the use of facilities and services that provide aircraft with meteorological forecasts , warnings , briefings and observations for air navigation purposes , as well as any other meteorological information and data provided by states for aeronautical use;


### 40. ‘national supervisory authority’ means the national body or bodies entrusted by a member state with the tasks under this regulation other than the tasks covered by the national competent authority; ### 40. ‘national supervisory authority’ means the national body or bodies entrusted by a member state with the tasks under this regulation;


### 43. ‘network manager’ means the entity entrusted with the tasks necessary to contribute to the execution of the network functions referred to in article 26 , in accordance with article 27; ### 43. ‘network manager’ means the entity entrusted with the tasks necessary to contribute to the execution of the network functions in accordance with article 27;


### 47. ‘route network’ means a network of specified routes for channelling the flow of general air traffic as necessary for the provision of atc services; ### deleted


### 2. the national supervisory authorities shall exercise their powers impartially , independently and transparently and shall be organised , staffed , managed and financed accordingly. ### 2. the national supervisory authorities shall exercise their powers impartially , independently and transparently. this shall be achieved by applying appropriate management and control mechanisms and shall be organised , staffed , managed and financed accordingly , including within the administration of a member state. however , this shall not prevent the national supervisory authorities from exercising their tasks within the rules of organisation of national civil aviation authorities or any other public bodies.


### 3. without prejudice to paragraph 1 , the national supervisory authorities shall be legally distinct and independent from any other public or private entity in terms of their organisation , functioning , legal structure and decision-making. ### deleted


### 3. without prejudice to paragraph 1 , the national supervisory authorities shall be legally distinct and independent from any other public or private entity in terms of their organisation , functioning , legal structure and decision-making. ### 3. without prejudice to paragraph 1 , the national supervisory authorities shall be legally , budgetary and financially distinct and independent from any other public or private entity in terms of their organisation , functioning , legal structure and decision-making.


### the national supervisory authorities shall also be independent in terms of their organisation , funding decisions , legal structure and decision-making from any air navigation service provider. ### the national supervisory authorities shall also be independent in terms of their organisation , budget and financing , funding decisions , legal structure and decision-making from any air navigation service provider.


### the national supervisory authorities shall also be independent in terms of their organisation , funding decisions , legal structure and decision-making from any air navigation service provider. ### the national supervisory authorities shall be independent in terms of their organisation , funding decisions , legal structure and decision-making from any air navigation service provider.


### 5. staff of the national supervisory authorities shall comply with the following requirements: ### deleted


### they shall be recruited under clear and transparent processes which ensure their independence; ### deleted


### they shall be selected on the basis of their specific qualifications , including appropriate competence and relevant experience or they shall be subject to appropriate training. ### deleted


### 6. in addition to the requirements set out in paragraph 5 , persons in charge of strategic decisions shall be appointed by an entity of the member state concerned which does not directly exert ownership rights over air navigation service providers. member states shall decide whether these persons are appointed for a fixed and renewable term , or on a permanent basis which only allows dismissal for reasons not related to their decision-making. persons in charge of strategic decisions shall not seek or take instructions from any government or other public or private entity when carrying out their functions for the national supervisory authority and shall have full authority over the recruitment and management of its staff. ### 6. in addition to the requirements set out in paragraph 5 , persons in charge of strategic decisions shall be appointed by an entity of the member state concerned. member states shall decide whether these persons are appointed for a fixed and renewable term , or on a permanent basis which only allows dismissal for reasons not related to their decision-making.


### 6. in addition to the requirements set out in paragraph 5 , persons in charge of strategic decisions shall be appointed by an entity of the member state concerned which does not directly exert ownership rights over air navigation service providers. member states shall decide whether these persons are appointed for a fixed and renewable term , or on a permanent basis which only allows dismissal for reasons not related to their decision-making. persons in charge of strategic decisions shall not seek or take instructions from any government or other public or private entity when carrying out their functions for the national supervisory authority and shall have full authority over the recruitment and management of its staff. ### 6. in addition to the requirements set out in paragraph 5 , persons in charge of strategic decisions shall refrain from any direct or indirect interest that may be considered prejudicial to their independence and which may influence the performance of their functions. to that effect , they shall make an annual declaration of commitment and declaration of interests indicating any direct or indirect interests.


### they shall refrain from any direct or indirect interest that may be considered prejudicial to their independence and which may influence the performance of their functions. to that effect , they shall make an annual declaration of commitment and declaration of interests indicating any direct or indirect interests. ### deleted


### 10. the commission shall establish detailed rules laying down the modalities of recruitment and selection procedures referred to in paragraph 5 , points (a) and (b). those implementing acts shall be adopted in accordance with the examination procedure referred to in article 37(3). ### deleted


### 10. the commission shall establish detailed rules laying down the modalities of recruitment and selection procedures referred to in paragraph 5 , points (a) and (b). those implementing acts shall be adopted in accordance with the examination procedure referred to in article 37(3). ### 10. the commission shall establish detailed guidance materials laying down the modalities of recruitment and selection procedures referred to in paragraph 5 , points (a) and (b).


### 1. the national supervisory authorities referred to in article 3 shall: ### 1. the national supervisory authorities referred to in article 3 shall apply the performance and charging schemes set out in articles 10 to 17 and 19 to 22 and the implementing acts referred to in articles 18 and 23 , within the limits of their tasks defined in those articles and acts , and oversee the application of the regulation regarding the transparency of accounts of designated air traffic service providers in accordance with article 25;


### conduct the activities necessary for the issuance of the economic certificates referred to in article 6 , including the oversight of the holders of those economic certificates; ### deleted


### oversee the correct application of procurement requirements in accordance with article 8(6); ### deleted


### apply the performance and charging schemes set out in in articles 10 to 17 and 19 to 22 and the implementing acts referred to in articles 18 and 23 , within the limits of their tasks defined in those articles and acts , and oversee the application of the regulation regarding the transparency of accounts of designated air traffic service providers in accordance with article 25. ### deleted


### it shall take all necessary enforcement measures which may , where appropriate , include the amendment , limitation , suspension or revocation of economic certificates issued by them in accordance with article 6. ### it shall take all necessary enforcement measures.


### 3. national supervisory authorities shall facilitate the provision of cross-border services by air navigation service providers for the purpose of improving network performance. in the case of provision of air navigation services in an airspace falling under the responsibility of two or more member states , the member states concerned shall conclude an agreement on the supervision to be carried out by them under this regulation , of the air navigation service providers concerned . the national supervisory authorities concerned may establish a plan specifying the implementation of their co-operation with a view to giving effect to that agreement. ### 3. national supervisory authorities shall facilitate the provision of cross-border services by air navigation service providers for the purpose of improving network performance and in respect of the voluntary continuation of functional airspace blocks. in the case of provision of air navigation services in an airspace falling under the responsibility of two or more member states , the member states concerned shall conclude an agreement on the supervision to be carried out by them under this regulation , of the air navigation service providers concerned. the national supervisory authorities concerned may establish a plan specifying the implementation of their co-operation with a view to giving effect to that agreement.


### [...] ### deleted


### the economic certificate referred to in this paragraph may be limited , suspended or revoked when the holder no longer complies with the requirements for issuing and maintaining such certificate. ### the economic certificate referred to in this paragraph may be limited , suspended or revoked when the holder no longer complies with the requirements for issuing and maintaining such certificate. the nsa shall develop a contingency plan in collaboration with the network manager and the agency acting as prb in case of limitation , suspension or revocation of the economic certificate to ensure business continuation.


### 3. the economic certificate referred to in paragraph 1 and the certificate referred to in article 41 of regulation (eu) no 2018/1139 may be subject to one or several conditions set out in annex i. such conditions shall be objectively justified , non-discriminatory , proportionate and transparent. the commission shall be empowered to adopt delegated acts in accordance with article 36 in order to amend the list set out in annex i for the purposes of providing for an economic level playing field and resilience of service provision. ### 3. the economic certificate referred to in paragraph 1 and the certificate referred to in article 41 of regulation (eu) no 2018/1139 may be subject to one or several conditions set out in annex i. such conditions shall be objectively justified , non-discriminatory , proportionate and transparent. the commission shall amend the list set out in annex i for the purposes of providing for an economic level playing field and resilience of service provision.


### 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). ### they shall hold a valid certificate or a valid declaration as referred to in article 41 of regulation (eu) 2018/1139.


### each decision to designate an air traffic service provider shall be valid for a maximum of ten years. member states may decide to renew the designation of an air traffic service provider. ### deleted


### 1. where this enables cost-efficiency gains to the benefit of airspace users , air traffic service providers may decide to procure cns , ais , ads or met services under market conditions. ### 1. where justified by service quality , safety considerations , cost-efficiency and potential environmental gains , air traffic service providers may decide to procure cns , ais , ads or met services under market conditions.


### 1. where this enables cost-efficiency gains to the benefit of airspace users , air traffic service providers may decide to procure cns , ais , ads or met services under market conditions. ### 1. where this enables cost-efficiency gains to the benefit of airspace users , air traffic service providers may decide to procure cns , ais , or ads services under market conditions.


### where this enables cost-efficiency gains to the benefit of airspace users , member states shall allow airport operators to procure terminal air traffic services for aerodrome control under market conditions. ### deleted


### where this enables cost-efficiency gains to the benefit of airspace users , member states shall allow airport operators to procure terminal air traffic services for aerodrome control under market conditions. ### where justified by service quality , safety considerations , cost-efficiency and potential environmental gains , member states may allow airport operators to procure terminal air traffic services for aerodrome control under market conditions.


### in addition , where this enables cost-efficiency gains to the benefit of airspace users , member states may allow airport operators or the national supervisory authority concerned to procure terminal air traffic services for approach control under market conditions. ### deleted


### in addition , where this enables cost-efficiency gains to the benefit of airspace users , member states may allow airport operators or the national supervisory authority concerned to procure terminal air traffic services for approach control under market conditions. ### in addition , where justified by service quality , safety considerations , cost-efficiency and potential environmental gains , member states may allow airport operators or the national supervisory authority concerned to procure terminal air traffic services for approach control under market conditions.


### 2. procurement of services under market conditions shall be on the basis of equal , non-discriminatory and transparent conditions in accordance with union law including treaty rules on competition. the tender procedures for the procurement of the services concerned shall be designed so as to enable the effective participation of competing providers in these procedures including through regular reopening of competition. ### deleted


### 3. 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. ### deleted


### 6. national supervisory authorities shall ensure that procurement by air traffic service providers and airport operators as referred to in paragraph 1 complies with paragraph 2 , and where necessary shall apply corrective measures. in the case of terminal air traffic services , they shall be responsible for approving tender specifications for terminal air traffic services , which shall include requirements on service quality. the national supervisory authorities shall refer to the national competition authority referred to in article 11 of council regulation (ec) no 1/2003 matters relating to the application of competition rules. ### 6. national supervisory authorities shall be responsible for approving tender specifications for terminal air traffic services , which shall include requirements on service quality. the national supervisory authorities shall refer to the national competition authority referred to in article 11 of council regulation (ec) no 1/2003 matters relating to the application of competition rules.


### 1. where common information services are provided , the data disseminated shall present the integrity and quality necessary to enable the safe provision of services for the management of traffic of unmanned aircraft. ### 1. where common information services are provided , the data disseminated shall present the integrity and quality necessary to enable the safe and integrated provision of services for the management of traffic of unmanned aircraft in a way that enables the shared use of the airspace together with manned aircraft.


### 1. where common information services are provided , the data disseminated shall present the integrity and quality necessary to enable the safe provision of services for the management of traffic of unmanned aircraft. ### 1. where common information services are provided , the data disseminated shall present the integrity and quality necessary to enable the safe provision of services for unmanned aircraft.


### the costs referred to in the first subparagraph shall be set out in an account separate from the accounts for any other activities of the operator concerned and shall be made publicly available. ### the costs referred to in the first subparagraph shall be set out in an account separate from the accounts for any other activities of the operator concerned and shall be made available to the national supervisory authority concerned.


### prices for access to such data shall be based on the marginal cost of making the data available. ### deleted


### 1. to improve the performance of air navigation services and network functions in the single european sky , a performance scheme for air navigation services and network functions shall apply in accordance with this article and articles 11 to 18. ### 1. to improve the performance of air navigation services and network functions in the single european sky , a performance scheme for air navigation services and network functions shall apply in accordance with this article and article 11.


### union -wide performance targets in the key performance areas of the environment , capacity and cost-efficiency for each reference period; ### union -wide performance targets in the key performance areas of safety , the environment , capacity and cost-efficiency for each reference period;


### performance plans including binding performance targets in the key performance areas mentioned in point (a) for each reference period ; ### national performance plans or plans for functional airspace blocks , including binding performance targets in the key performance areas mentioned in point (a) for each reference period;


### the commission may add additional key performance areas for performance target setting or monitoring purposes , where necessary to improve performance. ### the commission may , based on an impact assessment and following consultation with stakeholders concerned , add additional key performance areas for performance target setting or monitoring purposes , where necessary to improve performance.


### incentive schemes including for financial disincentives applicable where an air traffic service provider does not comply with the relevant binding performance targets during the reference period or where it has not implemented the relevant common projects referred to in article 35. such financial disincentives shall in particular take account of the deterioration in the level of service quality provided by that provider , as a result of not complying with the performance targets or not implementing the common projects , and the impact thereof on the network; ### balanced and symmetrical incentive schemes including financial bonuses applicable where an air traffic service provider achieves a performance exceeding binding performance targets and penalties where it does not comply with the relevant binding performance targets during the reference period. such financial incentives shall be proportionate to the magnitude of the variation between the achieved performance and the target and shall take into account to the greatest extent possible effects attributable to air traffic service providers and include adjustment for any impacts stemming from actions of other stakeholders;


### a methodology for the allocation of costs common to en route and terminal air navigation services between the two categories of services; ### a methodology for the allocation of costs common to en-route and terminal air navigation services between the two categories of services , which shall respect local circumstances;


### 1. the commission shall adopt the union-wide performance targets for en route air navigation services and for terminal air navigation services in the key performance areas of environment , capacity and cost-efficiency for each reference period , in accordance with the advisory procedure referred to in article 37(2) and with paragraphs 2 to 3 of this article. in conjunction with the union-wide performance targets , the commission may define complementary baseline values , breakdown values or benchmark groups , for the purpose of enabling the assessment and approval of draft performance plans in accordance with the criteria referred to in article 13(3). ### 1. the commission shall adopt the union-wide performance targets for en route air navigation services in the key performance areas of environment , capacity and cost-efficiency for each reference period , in accordance with the examination procedure referred to in article 37(3) and with paragraphs 2 to 3 of this article and following consultation with stakeholders. in conjunction with the union-wide performance targets , the commission may define complementary baseline values , breakdown values or benchmark groups , for the purpose of enabling the assessment and approval of draft performance plans in accordance with the criteria referred to in article 13(3).


### 3. for the purposes of preparing its decisions on union-wide performance targets , the commission shall collect any necessary input from stakeholders. upon request of the commission , the agency acting as prb shall provide assistance to the commission for the analysis and preparation of those decisions , by way of an opinion. ### 3. for the purposes of preparing its decisions on union-wide performance targets and the potential complementary baseline values and breakdown values , the commission shall collect any necessary input from stakeholders and the relevant national regulators (national supervisory authorities / national competent authorities). upon request of the commission , the agency acting as prb shall provide assistance to the commission for the analysis and preparation of those decisions , by way of an opinion.


### article 12 ### deleted


### [...] ### deleted


### 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. ### 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. in order to ensure the uniform , transparent and independent compliance with this article , airspace users shall always be involved in the development of performance plans and performance targets for en route air navigation services of designated air traffic service providers.


### 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 providers shall consult airspace users’ representatives and , where relevant , military authorities , airport operators and airport coordinators. the designated air traffic service providers shall also submit those plans to the national competent authority responsible for their certification , which shall verify the compliance with regulation (eu) 2018/1139 and the delegated and implementing acts adopted on the basis thereof. ### 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 providers shall consult airspace users’ representatives and , where relevant , military authorities , airport operators and airport coordinators.


### 4. the allocation of costs between en route and terminal air navigation services shall be assessed by the agency acting as prb on the basis of the methodology referred to in article 10(3)(k) and the classification of the different services as assessed by the commission pursuant to article 12. ### 4. the allocation of costs between en route and terminal air navigation services shall be assessed by the national supervisory authority on the basis of the methodology referred to in article 10(3)(k).


### 5. the draft performance plans for en route air navigation services referred to in paragraph 1 , including where relevant the allocation of costs between en route and terminal air navigation services , shall be submitted to the agency acting as prb for assessment and approval. ### 5. the draft performance plans for en route air navigation services referred to in paragraph 1 , including where relevant the allocation of costs between en route and terminal air navigation services , shall be submitted to the national supervisory authority for assessment and approval.


### 6. in the case of a designated air traffic service provider providing both en route air navigation services and terminal air navigation services , the agency acting as prb shall first assess the allocation of costs between the respective services in accordance with paragraph 4. ### 6. in the case of a designated air traffic service provider providing both en route air navigation services and terminal air navigation services , the national supervisory authority shall first assess the allocation of costs between the respective services in accordance with paragraph 4.


### where the agency acting as prb finds that the allocation of costs does not comply with the methodology or with the classification referred to in paragraph 4 , the designated air traffic service provider concerned shall present a new draft performance plan complying with that methodology and with that classification. ### where the national supervisory authority finds that the allocation of costs does not comply with the methodology referred to in paragraph 4 , the designated air traffic service provider concerned shall present a new draft performance plan complying with that methodology.


### where the agency acting as prb finds that the allocation of costs complies with that methodology and with that classification , it shall take a decision to that effect , notifying the designated air traffic service provider and national supervisory authority concerned. the national supervisory authority shall be bound by the conclusions of that decision in respect of the allocation of costs for the purposes of the assessment of the draft performance plan for terminal air navigation services referred to in article 14. ### where the national supervisory authority finds that the allocation of costs complies with that methodology , it shall take a decision to that effect , notifying the designated air traffic service provider. the designated air traffic service provider shall be bound by the conclusions of that decision in respect of the draft performance plan for terminal air navigation services referred to in article 14.


### 7. the agency acting as prb shall assess the performance targets for en route air navigation services and the performance plans according to the criteria and conditions set out in paragraph 3. where paragraph 6 applies , this assessment shall take place after a decision on the allocation of costs has been taken in accordance with the fourth subparagraph of paragraph 6. ### 7. the national supervisory authority 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 , duly considering interdependencies between key performance areas. in its assessment the national supervisory authority shall take into account the recommendations provided by the agency acting as prb referred to in paragraph 6a. where paragraph 6 applies , this assessment shall take place after a decision on the allocation of costs has been taken in accordance with the third subparagraph of paragraph 6


### where the agency acting as prb finds that the draft performance plan meets those criteria and conditions , it shall approve it. ### where the national supervisory authority finds that the draft performance plan meets those criteria and conditions , it shall approve it.


### where the agency acting as prb finds that one or several performance targets for en route air navigation services are not consistent with the union-wide performance targets or the performance plan does not meet the additional conditions set out in paragraph 3 , it shall deny the approval. ### where the national supervisory authority finds that one or several performance targets for en route air navigation services are not consistent with the union-wide performance targets or the performance plan does not meet the additional conditions set out in paragraph 3 , it shall deny the approval.


### 8. where the agency acting as prb has denied approval of a draft performance plan in accordance with paragraph 7 , a revised draft performance plan shall be presented by the designated air traffic service provider concerned , including where necessary revised targets. ### 8. where the national supervisory authority has denied approval of a draft performance plan in accordance with paragraph 7 , a revised draft performance plan shall be presented by the designated air traffic service provider concerned , including where necessary revised targets.


### 9. the agency acting as prb shall assess the revised draft performance plan referred to in paragraph 8 in accordance with the criteria and conditions set out in paragraph 3. where a revised draft performance plan meets those criteria and conditions , the agency acting as prb shall approve it. ### 9. the national supervisory authority shall assess the revised draft performance plan referred to in paragraph 8 in accordance with the criteria and conditions set out in paragraph 3. the agency acting as prb shall support the national supervisory authority by assessing the revised draft performance plan referred to in paragraph 8 on its compliance with the union performance and charging schemes as well as on consistency of performance targets with union-wide targets. the prb shall submit a revised recommendations to the national supervisory authority. where a revised draft performance plan meets those criteria and conditions , the national supervisory authority shall approve it.


### where a revised draft performance plan does not meet those criteria and conditions , the agency acting as prb shall deny its approval and shall require the designated air traffic service provider to present a final draft performance plan. ### where a revised draft performance plan does not meet those criteria and conditions , the national supervisory authority shall deny its approval and shall require the designated air traffic service provider to present a final draft performance plan.


### where the revised draft performance plan submitted in accordance with paragraph 8 is denied because it contains performance targets for en route air navigation services that are not consistent with the union-wide performance targets , the agency acting as prb shall establish performance targets in consistency with the union-wide performance targets for the designated air traffic service provider concerned , taking into account the findings made in the decision referred to in paragraph 7. the final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets thus established by the agency acting as prb , as well as the measures to achieve those targets. ### where the revised draft performance plan submitted in accordance with paragraph 8 is denied because it contains performance targets for en route air navigation services that are not consistent with the union-wide performance targets , the national supervisory authority shall establish performance targets in consistency with the union-wide performance targets for the designated air traffic service provider concerned , taking into account the findings made in the decision referred to in paragraph 7. the final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets thus established by the national supervisory authority , as well as the measures to achieve those targets.


### where approval of the revised draft performance plan submitted in accordance with paragraph 8 is denied only because it does not comply with the conditions set out in the third subparagraph of paragraph 3 , the final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets contained in the draft performance plan and found to be consistent with the union-wide performance targets by the agency acting as prb , and shall contain the amendments necessary in view of the conditions the agency acting as prb has found not being met. ### where approval of the revised draft performance plan submitted in accordance with paragraph 8 is denied only because it does not comply with the conditions set out in the third subparagraph of paragraph 3 , the final draft performance plan to be presented by the designated air traffic service provider concerned shall contain the amendments necessary in view of the conditions the national supervisory authority has found not being met. it shall include the performance targets contained in the draft performance plan and found to be consistent with the union-wide performance targets by national supervisory authority , unless the amendments to the assumptions have direct impact on the targets concerned.


### where approval of the revised draft performance plan submitted in accordance with paragraph 8 is denied because it contains performance targets for en route air navigation services that are not consistent with the union-wide performance targets and because , in addition , it does not comply with the conditions set out in the third subparagraph of paragraph 3 , the final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets established by the agency acting as prb in accordance with the third subparagraph and the measures to achieve those targets and shall and shall contain the amendments necessary in view of the conditions the agency acting as prb has found not being met. ### where approval of the revised draft performance plan submitted in accordance with paragraph 8 is denied only because it does not comply with the conditions set out in the third subparagraph of paragraph 3 , the final draft performance plan to be presented by the designated air traffic service provider concerned shall contain the amendments necessary in view of the conditions the national supervisory authority has found not being met. it shall include the performance targets contained in the draft performance plan and found to be consistent with the union-wide performance targets by national supervisory authority , unless the amendments to the assumptions have direct impact on the targets concerned.


### where approval of the revised draft performance plan submitted in accordance with paragraph 8 is denied because it contains performance targets for en route air navigation services that are not consistent with the union-wide performance targets and because , in addition , it does not comply with the conditions set out in the third subparagraph of paragraph 3 , the final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets established by the agency acting as prb in accordance with the third subparagraph and the measures to achieve those targets and shall and shall contain the amendments necessary in view of the conditions the agency acting as prb has found not being met. ### where approval of the revised draft performance plan submitted in accordance with paragraph 8 is denied because it contains performance targets for en route air navigation services that are not consistent with the union-wide performance targets and because , in addition , it does not comply with the conditions set out in the third subparagraph of paragraph 3 , the final draft performance plan to be presented by the designated air traffic service provider concerned shall include the performance targets established by the national supervisory authority in accordance with the third subparagraph and the measures to achieve those targets contain the amendments necessary in view of the conditions the national supervisory authority has found not being met.


### 10. draft performance plans approved by the agency acting as prb shall be adopted by the designated air traffic service providers concerned as definitive plans , and shall be made publicly available. ### 10. draft performance plans approved by the national supervisory authority shall be adopted by the designated air traffic service providers concerned as definitive plans , and shall be made publicly available.


### 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 traffic service providers and making the results of those assessments publicly available. ### 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 traffic service providers and making the results of those assessments publicly available after consultation of the airspace users.


### the designated air traffic service provider shall provide the information and data necessary for the monitoring of the performance of air navigation services. this shall include information and data related to actual costs and revenues. where performance targets are not reached or the performance plan is not correctly implemented , the agency acting as prb shall issue decisions requiring corrective measures to be implemented by the air traffic service providers. these corrective measures may include , where objectively necessary , a requirement for an air traffic service provider to delegate the provision of the relevant services to another air traffic service provider. where the performance targets continue to be missed , or where the performance plan continues to be incorrectly implemented or where corrective measures imposed are not or not properly applied , the agency acting as prb shall conduct an investigation and provide an opinion to the commission in accordance with article 24(2). the commission may take action in accordance with article 24(3). ### the designated air traffic service provider shall provide the information and data necessary for the monitoring of the performance of air navigation services to the national supervisory authority. this shall include information and data related to actual costs. national supervisory authority shall – on an annual basis - report to the agency acting as prb on achievement of performance targets by the designated air traffic service providers for the purpose of the regular reports referred to in the first subparagraph. where performance targets are not reached or the performance plan is not correctly implemented , the national supervisory authority shall issue decisions requiring corrective measures to be implemented by the air traffic service providers. where the performance targets continue to be missed , or where the performance plan continues to be incorrectly implemented or where corrective measures imposed are not or not properly applied , the agency acting as prb shall , in cooperation with national supervisory authority , conduct an investigation and provide an opinion to the commission in accordance with article 24(2). the commission may take action in accordance with article 24(3).


### [...] ### deleted


### the draft performance plans shall be adopted after the setting of union-wide performance targets and before the start of the reference period concerned. they shall contain performance targets for terminal air navigation services in the key performance areas of environment , capacity and cost-efficiency , consistent with the union-wide performance targets. those draft performance plans shall take account of the european atm master plan. the draft performance plans shall be made publicly available. ### the draft performance plans shall be adopted before the start of the reference period concerned. they shall contain performance targets for terminal air navigation services in the key performance areas of environment , capacity and cost-efficiency. those draft performance plans shall take account of the european atm master plan. the draft performance plans shall be made publicly available.


### 3. draft performance plans for terminal air navigation services shall contain performance targets for terminal air navigation services that are consistent with the respective union-wide performance targets in all key performance areas and fulfil the additional conditions laid down in the third subparagraph. ### 3. draft performance plans for terminal air navigation services shall contain performance targets for terminal air navigation services. the draft performance plans shall fulfil the following conditions:


### consistency of performance targets for terminal air navigation service with union-wide performance targets shall be established according to the following criteria: ### deleted


### where breakdown values have been established in conjunction with union-wide performance targets , comparison of the performance targets contained in the draft performance plan with those breakdown values; ### deleted


### 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 and the reference period covered by the performance plan; ### plans shall provide an 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 and the reference period covered by the performance plan;