### 4. advocates that the objective of global emissions reduction in the transport sector should be grounded in a regulatory approach that is no longer exclusively focused on market-based instruments , makes each economic agent responsible and paves the way for the rapid dissemination of the best available technologies. ### 4. advocates that the objective of global emissions reduction in the transport sector should be grounded in a regulatory approach that is no longer exclusively focused on market-based instruments , makes each economic agent responsible and paves the way for the rapid dissemination of the best available technologies while keeping in mind that this should be economically viable at all times.


### 4. advocates that the objective of global emissions reduction in the transport sector should be grounded in a regulatory approach that is no longer exclusively focused on market-based instruments , makes each economic agent responsible and paves the way for the rapid dissemination of the best available technologies. ### 4. advocates that the objective of global emissions reduction in the transport sector should be grounded in a regulatory approach that is no longer exclusively focused on market-based instruments , makes each economic agent responsible and paves the way for the rapid dissemination of a mix the of the best available technologies.


### 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 , play a decisive role in all transport modes where direct electrification is not possible or not yet market-ready; calls on the commission to develop specific goals and measures to promote production and market launch; stresses that the technology to produce renewable fuels is available but requires significant investment to achieve production on an industrial scale; emphasises that synthetic fuels may allow climate-neutral use of the vehicle fleet on the roads , with immediate use of the existing fuel infrastructure;


### 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 emission-free transport options , such as electrification , clean hydrogen and synthetic fuels , should be used in accordance with the level of technological development , bearing in mind that these are complementary options in terms of the overall management of the energy system; calls on the commission to apply the principle of technological neutrality so that all these technologies can be developed in line with the specific needs and preferences of the public;


### 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 alternative fuels , such as hydrogen , synthetic fuels and biofuels , should be used in all modes of transport in order to reap the benefits provided by economy of scales;


### 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 possible or not yet market-ready; recalls the importance of blue hydrogen technologies , in particular considering that market-deployed hydrogen possibilities for the various modes of transport are still limited;


### 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 battery-electric vehicles will soon become the cheapest option for all consumers compared to other power trains; 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 possible or not yet market-ready; ### 5. underlines that low- and zero-emission fuels , such as clean hydrogen and synthetic fuels , should be used in accordance with the ‘energy efficiency first’ principle;


### 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. 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 , fossil-free 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. 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 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 and digitalisation in transport , the shift towards sustainable and greener mobility , attracting and retaining talent , and improving working conditions and environment through flexibility and reduce atypical contracts and hours; stresses the importance of achieving and maintaining diversity and inclusion-based approach in order to secure fairer transportation model.


### 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 and the european clean hydrogen alliance; welcomes the intention to set up a value chain alliance for renewable and low-carbon fuels , the scope of which should cover all modes of transport , including road transport; 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 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 and the european clean hydrogen alliance; stresses that the state aid rules relevant to transport , including for regional airports , 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;


### 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 for aviation and maritime; stresses that the competitiveness of the eu transport sector needs to be safeguarded by phasing out fossil fuels for vehicle , aircraft and vessel propulsion; welcomes the requirements for greater integration of alternative fuels , but points out that these requirements must be imposed on all shipping and aviation companies that operate transport in the eu , so as not to favour stakeholders from third countries at the expense of european enterprises; 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 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 for aviation and maritime; underlines that any policy aiming at the reduction of the emissions in the maritime sector should remain a technology neutral one as the sector's path towards decarbonisation is yet to be clearly set out;


### 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 for aviation and waterborne transport; underlines that a holistic approach for every mode and every energy carrier needs to be measured against its life-cycle greenhouse gas emissions;


### 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. stresses the need to first and foremost reduce emissions at source; 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;


### 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 alternative propulsion systems in all modes of transport;


### 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; underlines that this objective cannot be achieved at the expense of alternative solutions for sustainable collective transport , such as coaches , for which zero-emission technologies are not available; notes that certain modes of transport are needed , due to their efficiency and capillarity , in order to maintain economic , social and territorial cohesion in more rural , depopulated and mountainous areas;


### 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. reiterates that a timely adopted legislation on an ets for all modes of transport will enable the market to offer consumers carbon-neutral choices for scheduled collective and individual travel from 2030 onwards;


### 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 that the commission is not addressing maritime passenger transport as one of the possibilities to shift towards more sustainable links;


### 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. all modes of transport should be incentivized to use the most appropriate technologies in order to decrease the level of emissions and become carbon neutral before 2050;


### 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;


### 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 boost investments in multimodal smart and connected passenger transport on a regional and urban scale;


### 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 public transport , walking and cycling , in urban and rural areas; stresses the need to ensure that sustainable and accessible means of transport are available to persons with disabilities;


### 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 for adequate financial and legislative incentives tot be put in place at eu level to help create efficient , well organized , user-friendly , affordable and climate neutral public transport systems capable to offer good quality services to users including , ,door to door” services in urban and rural areas ;


### 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 and cities to significantly increase their efforts to increase the share of sustainable mobility solutions , such as collective passenger transport , walking and cycling , and encourage other micro-mobility transportation means in urban , suburban and rural areas;


### 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 walking and cycling in urban and rural areas; highlights the role of the cities and city regions' spatial planning in accelerating and implementing these measures;


### 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 walking and cycling in those urban and rural areas where conditions are the most favourable for achieving a significant change in modes of transport;


### 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 make better use of inland waterways in urban areas;


### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions; ### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions; calls for the specific needs of island , outermost , rural and hard-to-reach areas to be taken into account when adapting infrastructure to allow the recharging of vehicles with renewable energy; stresses the importance of the energy transition reaching everywhere to ensure a just transition;


### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions; ### 12. calls on the commission to propose a coherent legislative framework and proper enforcement tools to enable the market to offer mobility solutions that fit the demand for the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions;


### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions; ### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport , free-floating e-services such as powered two-wheelers and private mobility solutions;


### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions; ### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions , including urban maritime transport such as ferries;


### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions; ### 12. calls on the commission to propose , enable and promote the development of new mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions;


### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions; ### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport , private mobility and ride-hailing solutions;


### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable public transport and private mobility solutions; ### 12. calls on the commission to propose mobility solutions that include the first and the last mile , thereby integrating the use of sustainable and accessible public transport and private mobility solutions;


### 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. points out that , despite the commission’s continued support to shift freight transport towards rail and inland waterways , the share of road freight transport has increased; notes that road transport has advantages , such as capillarity and flexibility , which are complementary to those of rail transport; considers that continued investment is needed in the development of rail corridors , while at the same time encouraging technological options for emission-free road transport;


### 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 and inland waterways; regrets the fact that , despite these efforts , the share of road freight transport has increased in recent years; points out , therefore , that the eu’s ambitious modal shift strategies have regularly failed in the past , and thus calls on the commission to pursue a realistic , achievable approach;


### 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 and inland waterways; reiterates that without a single european railway area and competition within the rail sector modal shift will not take place; underlines that sufficient trimodal terminals are a key to achieve this goal;


### 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 private cars , by far the largest contributor to external costs , towards collective transport means having the lowest externalities , 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 that , in case of internalisation of external costs for all modes of transport , an appropriate earmarking of revenues shall be ensured for the improvement and the upgrade of the infrastructure , and to reduce the costs for the users and operators;


### 14. stresses the need to complete the internalisation of external costs for all modes of transport; ### 14. stresses the need to incorporate and monitor the implementation of the user pays and polluter pays principle for all modes of transport , while measuring the impact of each technology on the basis of a life-cycle analysis;


### 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; ### deleted


### 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 creation of an eu emissions trading system (ets) for transport;


### 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 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; takes the view that the eu should bring further pressure to bear in international fora in order to achieve a global system under this model , with the aim of counteracting carbon leakage and ensuring that european stakeholders are not burdened with unreasonable costs in relation to third-country competitors;


### 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 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 and stresses that financial incentives can be an effective and efficient tool to reduce emissions only as long as emissions are priced once , since pricing emissions multiple times causes an ineffective increase in prices for consumers without contributing to the goal of the reduction of emissions;


### 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 inclusion of the maritime sector in the eu emissions trading system (ets) as an intermediate step towards a global solution , taking into account differing geographical conditions and the need for related compensation mechanisms , and the planned reduction of allowances allocated for free to the aviation sector; underlines that preserving the competitiveness of eu aviation and maritime sectors is necessary for preventing carbon leakage;


### 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. notes 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; calls on the commission to take account of the problems faced by smaller vessels in adapting to the ets and the delicate situation of the aviation sector as a result of the restrictions on mobility caused by the pandemic;


### 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. believes that 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 should be implemented only based on an comprehensive impact assessment that must take into account the economic , environmental and social consequences;


### 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. calls on the commission to avoid focusing solely on updating existing regulatory approaches , and instead to highlight new approaches to co2 reduction in the transport sector; calls on the commission , therefore , to present proposals for the inclusion of road transport in the eu ets;


### 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;


### 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. welcomes the creation of a parallel scheme for an ets transport;


### 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 gradual phasing-out of direct fossil fuel subsidies in the union;


### 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. considers the revision of the energy taxation directive as a possibility to achieve a level playing field for all energy carriers across the member states;


### 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. supports the phasing-out of direct and indirect fossil fuel subsidies in the union within reasonable time-frames that take account of alternative technologies available in the various sectors , and considers the revision of the energy taxation directive as the best option to achieve a stable and predictable carbon price in certain sectors;


### 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 the phasing-out of most direct and indirect fossil fuel subsidies by 2022 in the union and in each member state , while recognizing the transitional role of lng and lng infrastructure in particular in the maritime sector , and considers the revision of the energy taxation directive as the best possibility to achieve a stable and predictable carbon price;


### 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. stresses , that the revenues created through an ets for transport have to be earmarked for the transport sector;


### 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;


### 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. highlights that carbon pricing is not the sole way forward to tackle co2 emissions from road and other transport modes and stresses the importance of the climate action regulation;


### 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 european commission’s willingness to improve the consumer experience with regards to planning and purchasing of tickets for multimodal and long-distance rail journeys. calls upon the commission to propose regulatory measures to mandate static and dynamic data sharing between suppliers and vendors through fair , reasonable and non-discriminatory commercial terms and open up the booking systems of railways operators; 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; ### 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;


### 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; reiterates that mandatory data sharing is the key to unlock the full potential of multimodality and encourages the commission to enable a level playing field between all the 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; ### 19. welcomes the initiative to implement multimodal ticketing , and encourages the commission to include all stakeholders in the process from the very beginning;


### 21. stresses the need for further funding and an accelerating rollout of digital coupling and automation technology; ### 21. stresses the need for further funding and an accelerating rollout of digital coupling and automation technology; stresses that unclear or fragmented regulation will slow down the development of smart mobility technologies in europe and is likely to have a negative impact on european competitiveness;


### 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;


### 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 and to provide for an appropriate financing and results proved by demonstrators;


### 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 digitalisation improves efficiency which decreases greenhouse gas emissions , while at the same time transport becomes safer , more reliable and affordable;


### 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 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 the optimal use of transport infrastructure;


### 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 and increase transport safety; believes that it is of vital importance to ensure that every step of digitalisation contributes to improved overall transport efficiency;


### 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 the sharing of data and proper data-integration between all relevant stakeholders; emphasises that competitive access to data is of crucial importance for the development of ai technology , which will be increasingly important in the transport and tourism sectors; stresses , therefore , that researchers and businesses need to be given greater freedom to access and use data for ai development;


### 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;


### 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 the sharing of data and proper data-integration between all relevant stakeholders , calls on the commission to ensure that incumbent transport companies are not abusing their position when it comes to booking platforms;


### 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 the sharing of data and proper data-integration between all relevant stakeholders; notes the potential of new mobility-as-a-service (maas) innovations;


### 25. stresses that the union data protection acquis needs to be fully respected in all future legislation; ### 25. stresses that the commission should present a revision of the union data protection acquis in order to better facilitate data sharing and innovation while preserving a high level of data protection;


### 26. welcomes the commission’s willingness to explore the benefits and possibilities of new transport modes , such as hyperloop; ### 26. welcomes the commission’s willingness to explore the benefits and possibilities of new transport modes , encourages innovation and fully subscribes to the principle of technology neutrality;


### 26. welcomes the commission’s willingness to explore the benefits and possibilities of new transport modes , such as hyperloop; ### 26. welcomes the commission’s willingness to explore the benefits and possibilities of new transport modes , such as transrapid and hyperloop;


### 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; emphasises the key role that this sector has played at the most difficult moments of the pandemic to ensure supplies of the most basic items , including medical products , and considers that cross-border transport infrastructure should be reinforced to improve the resilience of the internal market and guarantee free movement in future crises;


### 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; highlights the importance of contingency planning and the need to preserve mobility in times of crises , as demonstrated by the covid-19 pandemic;


### 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 , as well as the motor of socioeconomic development of rural , mountainous and sparsely populated regions;


### 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 must not lead to a redeployment of jobs and factories into third countries;


### 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 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 discussed with all stakeholders involved in the concerned sectors in order to facilitate the re- and upskilling as well as the redeployment of workers , thereby ensuring a smooth transition;


### 29. calls for the strengthening of social dialogue in order to eliminate any form of discrimination and unequal treatment in the transport sector; ### 29. calls for the strengthening of social dialogue in order to eliminate any form of discrimination and unequal treatment in the transport sector , encourages commission to propose forms of labour regulation for platform workers that would take into consideration the specificity of gig economy needs;


### 29. calls for the strengthening of social dialogue in order to eliminate any form of discrimination and unequal treatment in the transport sector; ### 29. calls to strengthen the social dialogue in order to ensure that equal opportunities with regards to education and apprenticeship are achieved within the transport sector;


### 30. calls on the commission and the member states to encourage the diversification of the transport workforce , in particular to attract women and young workers; ### 30. calls on the commission and the member states to encourage the diversification and quality of the transport workforce , and the attractiveness of the profession , while supporting lifelong learning and training schemes for entrepreneurs and professionals , in particular to attract women and young workers;


### 30. calls on the commission and the member states to encourage the diversification of the transport workforce , in particular to attract women and young workers; ### 30. calls on the commission and the member states to encourage the diversification of the transport workforce , in particular to attract women and young workers in order to better cope with projected shortages of qualified staff and respond to the needs of different groups of users especially women.


### 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 green deal is only a success , if individual and collective mobility stays affordable , the union becomes less reliant from third countries especially with regards to rare earth , rare metals and energy , while at the same time our industries maintains their position as global leaders , thus securing and creating well-paid jobs throughout the union;


### 32. supports the commission’s efforts to either establish a european road safety agency or task an existing agency with supporting sustainable , safe and smart road transport; ### 32. supports the commission’s efforts to improve road safety;


### 32. supports the commission’s efforts to either establish a european road safety agency or task an existing agency with supporting sustainable , safe and smart road transport; ### 32. supports the commission’s efforts to task an existing agency with supporting sustainable , safe and smart road transport;


### 33. encourages the commission to adopt harmonised health and safety standards for the european tourism sector as soon as possible and to work towards the creation of a european tourism union; ### 33. encourages the commission to adopt harmonised health and safety standards for the european tourism sector as soon as possible and to work towards the creation of a european tourism union and separate budget line dedicated to tourism;


### 33. encourages the commission to adopt harmonised health and safety standards for the european tourism sector as soon as possible and to work towards the creation of a european tourism union; ### 33. encourages the commission to adopt harmonised health and safety standards for the european tourism sector as soon as possible;


### 7. is pleased to see that the atlantic regions are more closely involved in the atlantic strategy’s governance , that national delegations are free to invite representatives of their regions to participate in committee work and that the conference of peripheral maritime regions (cpmr) has been asked to take on an advisory role; ### 7. is pleased to see that the atlantic regions are more closely involved in the atlantic strategy’s governance , that national delegations are free to invite representatives of their regions to participate in committee work and that the conference of peripheral maritime regions (cpmr) has been asked to take on an advisory role; points out in this connection that coastal municipalities could significantly contribute to the implementation of this action plan;


### 8. calls for representatives of all the regions concerned to be included in national delegations and for the strategy to be opened up to participation by third countries; ### 8. calls for representatives of all the regions concerned to be included in national delegations and for the strategy to be opened up to participation by third countries , including cape verde , which is part of macaronesia;


### 10. deplores the fact that the eu budget contains no appropriations for the atlantic action plan; ### 10. deplores the fact that the eu budget contains no appropriations for the atlantic action plan; stresses the importance of promoting and facilitating access to european funding and calls on the european commission to issue a digital guide to all existing funding opportunities;


### 12. calls for the development of enhanced prevention and risk-management capabilities to deal with accidents on land and at sea and natural disasters , the establishment of a common system for preventing and combating oil spills and the designation of large protected maritime areas , and emphasises the importance of protecting all marine species; ### 12. calls for the development of enhanced prevention and risk-management capabilities to deal with accidents on land and at sea and natural disasters , the establishment of a common system for preventing and combating oil spills and the designation of large protected maritime areas , and emphasises the importance of protecting all marine species; underlines , in this connection , the role of the european maritime safety agency;


### 13. stresses the importance of ending the atlantic regions’ isolation , linking up transport , energy and information networks , and developing rural and urban areas; ### 13. stresses the importance of ending the atlantic regions’ isolation , linking up transport , energy and information networks , easing the constraints resulting from remoteness or low population density and developing rural and urban areas;


### 14. underscores the importance of fisheries and warns against the harmful long-term effects of overfishing; ### 14. underscores the importance of fisheries and aquaculture and warns against the harmful long-term effects of overfishing;


### 15. stresses the need to develop high-quality , sustainable tourism; ### 15. stresses the need to develop high-quality , sustainable smart tourism and calls on the european commission to launch pilot projects in this area; urges the european commission to ensure that this action plan is properly coordinated with with the coastal and maritime tourism strategy and calls for an immediate reassessment of the latter;


### 16. hopes that the strategy will encourage joint planning and development of the sectors of the blue economy in the atlantic area , with environmental and climate policies as central pillars , thus contributing towards the achievement of the union's decarbonisation objectives and promoting renewable offshore power generation technologies; ### 16. hopes that the strategy will encourage joint planning and development of the sectors of the blue economy in the atlantic area , with environmental and climate policies as central pillars , thus contributing towards the achievement of the union's decarbonisation objectives and promoting renewable offshore power generation technologies , such as tidal or wave energy and offshore wind energy;


### 18. calls for innovation to be fostered in the atlantic maritime sectors , in and around ports , all along the atlantic shoreline and in the maritime territories; ### 18. calls for digitisation and innovation to be fostered throughout the entire atlantic maritime economy , in and around ports , all along the atlantic shoreline and in the maritime territories , thereby contributing to european union digital transition objectives;


### 20. calls for the strategy to focus squarely on jobs; wishes to see an ambitious social component to promote job creation and , in particular , training for and access to maritime professions for young people; ### 20. calls for the strategy to focus squarely on jobs; wishes to see an ambitious social component to combat poverty and social exclusion and promote job creation and training for and access to maritime professions for young people;


### 21. calls for the concept of atlantic connectivity to include links between ports and the development of hinterland areas; ### 21. calls for the concept of atlantic connectivity to include links between ports and airports , enhancing their sustainability , and the development of maritime hinterland areas;


### 28. takes the view that environmental ngos should be supported and involved; ### 28. takes the view that environmental ngos should be supported and involved in education and other sectors whose specific areas of economic or other activity are directly related to the sea;


### 30. calls for an increase in the number of specific calls for projects as part of the atlantic strategy; ### 30. calls for an increase in the number of specific calls for projects as part of the atlantic strategy , including small and large-scale transatlantic projects , possibly in partnership with american coastal regions;


### (11) the financing of the national supervisory authorities should guarantee their independence , and should allow them to operate in accordance with the principles of fairness , transparency , non-discrimination and proportionality. appropriate procedures for appointing staff should contribute to guaranteeing the independence of the national supervisory authorities , ensuring in particular that the appointment of persons in charge of strategic decisions is made by a public authority which does not directly exert ownership rights over air navigation service providers. ### (11) the financing of the national supervisory authorities should guarantee their independence , and should allow them to operate in accordance with the principles of fairness , transparency , non-discrimination and proportionality. appropriate procedures for appointing staff should contribute to guaranteeing the independence of the national supervisory authorities , and suitable provisions should guarantee that persons in charge of strategic decisions act independently.


### (11) the financing of the national supervisory authorities should guarantee their independence , and should allow them to operate in accordance with the principles of fairness , transparency , non-discrimination and proportionality. appropriate procedures for appointing staff should contribute to guaranteeing the independence of the national supervisory authorities , ensuring in particular that the appointment of persons in charge of strategic decisions is made by a public authority which does not directly exert ownership rights over air navigation service providers. ### (11) the public financing of the national supervisory authorities should guarantee their independence and should allow them to operate in accordance with the principles of fairness , transparency , non-discrimination and proportionality. appropriate procedures for appointing competent staff should contribute to guaranteeing the independence of the national supervisory authorities , ensuring in particular that the appointment of persons in charge of strategic decisions is made by a public authority which does not directly exert ownership rights over air navigation service providers.


### (18) where terminal air traffic services are procured , they should not be subject to the charging scheme set out in this regulation , nor to , article 1(4) of directive 2009/12/ec of the european parliament and of the council30 , linked to the applicability of that scheme. ### deleted


### (19) the provision of en route air traffic services should be organisationally separated from the provision of cns , ais , ads , met and terminal air traffic services , including through the separation of accounts , in order to ensure transparency and avoid discrimination , cross-subsidisation and distortion of competition. ### (19) the provision of en route air traffic services should be organisationally and functionally separated from the provision of cns , ais , ads , met and terminal air traffic services , including through the separation of accounts , in order to ensure transparency and avoid discrimination , cross-subsidisation and distortion of competition


### (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 integration of unmanned aircraft operations must ensure a safe and shared use of the european airspace amongst unmanned and traditional operations. the traffic management of unmanned aircraft in an integrated manner requires the availability of common information services in order to create a common understanding of airspace activity in a given piece of airspace. 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.


### (25) given the cross border and network elements inherent in the provision of en route air navigation services and the fact that , as a consequence , performance is notably to be assessed against union-wide performance targets , a union body should be in charge of the assessment and approval of the performance plans and performance targets for en route air navigation services , subject to judicial review by an appeal body and eventually by the court of justice. in order to ensure that the tasks be carried out with a high level of expertise and necessary independence , that union body should be the agency acting as performance review body (prb) , functioning in accordance with the dedicated governance rules set out in regulation (eu) 2018/1139. given their knowledge of the local circumstances , necessary to assess terminal air navigation services , national supervisory authorities should be in charge of the assessment and approval of the performance plans and performance targets for terminal air navigation services. the allocation of costs between en route and terminal air navigation services constitutes a single operation , relevant to both types of services , and should therefore be subject to the oversight of the agency acting as prb. ### (25) given the cross border and network elements inherent in the provision of en route air navigation services and the fact that , as a consequence , performance is notably to be assessed against union-wide performance targets , a union body should be in charge of the assessment and approval of the performance plans and performance targets for en route air navigation services , subject to judicial review by an appeal body and eventually by the court of justice. in order to ensure that the tasks be carried out with a high level of expertise and necessary independence , that union body should be the agency acting as performance review body (prb) , functioning in accordance with the dedicated governance rules set out in this regulation. given their knowledge of the local circumstances , necessary to assess terminal air navigation services , national supervisory authorities should be in charge of the assessment and approval of the performance plans and performance targets for terminal air navigation services. the allocation of costs between en route and terminal air navigation services constitutes a single operation , relevant to both types of services , and should therefore be subject to the oversight of the agency acting as prb.


### (29) mechanisms for modulation of charges to improve environmental performance and service quality , notably through increased use of sustainable alternative fuels , increased capacity and reduced delays , while maintaining an optimum safety level , should be set up at union-wide level given the cross-border nature of aviation. national supervisory authorities should also have the possibility to establish mechanisms at local level regarding terminal services. ### (29) mechanisms for modulation of charges to improve environmental performance and service quality such as reducing delays , while maintaining an optimum safety level , should be set up at union-wide level given the cross-border nature of aviation. national supervisory authorities should also have the possibility to establish mechanisms at local level regarding terminal services.


### (33) in the cooperative decision making process for the decisions to be taken by the network manager , the interest of the network should prevail. parties to the cooperative decision-making process should therefore act to the maximum extent possible with a view to improving the functioning and performance of the network. the procedures for the cooperative decision-making process should promote the interest of the network , and be such that issues are resolved and consensus found wherever possible. ### (33) in the cooperative decision making process for the decisions to be taken by the network manager , the interest of the network should prevail. parties to the cooperative decision-making process should therefore act to the maximum extent possible with a view to improving the functioning and performance of the network. the procedures for the cooperative decision-making process should comply with article 18(3) of chapter iii of commission implementing regulation (eu) 2019/123 , promote the interest of the network , and be such that issues are resolved and consensus found wherever possible.


### (33) in the cooperative decision making process for the decisions to be taken by the network manager , the interest of the network should prevail. parties to the cooperative decision-making process should therefore act to the maximum extent possible with a view to improving the functioning and performance of the network. the procedures for the cooperative decision-making process should promote the interest of the network , and be such that issues are resolved and consensus found wherever possible. ### (33) in the cooperative decision making process for the decisions to be taken by the network manager , the interest of the network should prevail except in cases where defence and national security requirements so require. parties to the cooperative decision-making process should therefore act to the maximum extent possible with a view to improving the functioning and performance of the network. the procedures for the cooperative decision-making process should promote the interest of the network , and be such that issues are resolved and consensus found wherever possible.


### (45) in view of the legal position of the kingdom of spain with regard to sovereignty and jurisdiction on the territory where the airport is located , this regulation should not apply to gibraltar airport. ### deleted


### 2. the application of this regulation shall be without prejudice to member states' sovereignty over their airspace and to the requirements of the member states relating to public order , public security and defence matters , as set out in article 44. this regulation does not cover military operations and training. ### 2. the application of this regulation shall be without prejudice to member states' sovereignty over their airspace and to the requirements of the member states relating to public order , public security and defence matters , as set out in article 44 , and to their national security as set out in tue article 4§2. this regulation does not cover military operations and training but a coordination with the military authorities shall be ensured to address potential impacts of the application of this regulation on those activities.


### 2. the application of this regulation shall be without prejudice to member states' sovereignty over their airspace and to the requirements of the member states relating to public order , public security and defence matters , as set out in article 44. this regulation does not cover military operations and training. ### 2. the application of this regulation shall be without prejudice to member states' sovereignty over their airspace and to the requirements of the member states relating to public order , public security and defence matters , as set out in article 44. this regulation does not cover military operations and training , whereas coordination with military authorities shall be ensured to identify and address potential impacts of the application of this regulation on those activities.


### 5. [in the event the regulation is adopted before the end of the transition period: this regulation shall not apply to gibraltar airport.] ### deleted


### 9. ‘air traffic management (atm)’ means the aggregation of the airborne and ground-based functions or services (air traffic services , airspace management and air traffic flow management) required to ensure the safe and efficient movement of aircraft during all phases of operations; ### 9. ‘air traffic management (atm)’ means the aggregation of the airborne and ground-based , as well as space-based functions or services (air traffic services , airspace management and air traffic flow management) required to ensure the safe and efficient movement of aircraft during all phases of operations;


### 18. ‘baseline value’ means a value defined by way of estimation for the purpose of setting performance targets and concerning determined costs or determined unit costs during the year preceding the start of the relevant reference period; ### 18. ‘baseline value’ means an estimated value for the purpose of setting performance targets and concerning determined costs or determined unit costs during the year preceding the start of the relevant reference period;


### (20) ‘breakdown value’ means the value obtained , for a given air traffic service provider , by breaking down a union-wide performance target to the level of each air traffic service provider and serving as a reference for assessing consistency of the performance target set in draft performance plan with the union-wide performance target; ### (20) ‘breakdown value’ means the value obtained , for a given air navigation service provider , by breaking down a union-wide performance target to the level of each air traffic service provider and serving as a reference for determining national performance targets , the assessment and approval of draft performance targets by the responsible national authorities , and the prb in the context of its european monitoring and benchmarking activities.


### 21. ‘certificate’ means a document issued by the agency , by a national competent authority or by a national supervisory authority , in any form complying with national law , which confirms that an air traffic management and air navigation service provider meets the requirements for providing a specific service; ### 21. ‘certificate’ means a document issued as the result of a certification attesting compliance with the applicable requirements;


### 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. ‘uav information service (uavis)’ 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 in a way that enables safe and shared use of the airspace together with manned aircraft;


### 34. ‘flexible use of airspace’ means an airspace management concept based on the fundamental principle that airspace should not be designated as either pure civil or military airspace , but rather be considered as a continuum in which all user requirements have to be accommodated to the extent possible ; ### 34. ‘flexible use of airspace’ means an airspace management concept based on the fundamental principle that airspace should not be designated as either pure civil or military airspace , but as a one continuum in which all user requirements have to be accommodated to the extent possible;


### 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.


### 1. member states shall , jointly or individually , either nominate or establish a body or bodies as their national supervisory authority in order to assume the tasks assigned to such authority by this regulation . ### 1. member states shall , jointly or individually , either nominate or establish a body as their national supervisory authority in order to assume the tasks assigned to such authority by this regulation.


### 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 functionally distinct from any other public or private entity in terms of their organisation , functioning and decision-making.


### 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 distinct and independent from any other public or private entity in terms of their organisation , functioning , funding , legal structure , hierarchy 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 , funding decisions , legal structure and decision-making from any air navigation service provider or other entity falling within the scope of their supervision.


### 4. member states may set up national supervisory authorities which are competent for several regulated sectors , if those integrated regulatory authorities fulfil the independence requirements set out in this article. the national supervisory authority may also be joined in respect of its organisational structure with the national competition authority referred to in article 11 of council regulation (ec) no 1/200338 , if the joint body fulfils the independence requirements set out in this article. ### 4. the national supervisory authority may be joined in respect of its organisational structure with another regulatory authority or with the national competition authority referred to in article 11 of council regulation (ec) no 1/2003 , if the joint body fulfils the independence requirements set out in this article.


### 4. member states may set up national supervisory authorities which are competent for several regulated sectors , if those integrated regulatory authorities fulfil the independence requirements set out in this article. the national supervisory authority may also be joined in respect of its organisational structure with the national competition authority referred to in article 11 of council regulation (ec) no 1/200338 , if the joint body fulfils the independence requirements set out in this article. ### 4. member states may set up national supervisory authorities which are competent for several regulated sectors , if those integrated regulatory authorities fulfil the independence requirements set out in this article. the national supervisory authority may also be joined in respect of its organisational structure with the national competent authority and national competition authority referred to in article 11 of council regulation (ec) no 1/200338 , if the joint body fulfils the independence requirements set out in this article.


### staff of national supervisory authorities shall act independently , in particular by avoiding conflicts of interest between air navigation service provision and the execution of their tasks. ### staff of national supervisory authorities shall act independently and not seek or take instructions from any government or other public or private entity when carrying out its functions.


### 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. member states shall decide whether persons in charge of a strategic decision 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 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 through a clear and transparent procedure. 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.


### 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. ### 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 a declaration of commitment and declaration of interests indicating any direct or indirect interests.


### persons in charge of strategic decisions , audits or other functions directly linked to performance targets or oversight of air navigation service providers , shall not hold any professional position or responsibility with any air navigation service provider after their term in the national supervisory authority , for at least a period of two years. ### persons in charge of strategic decisions , audits or other functions directly linked to performance targets or oversight of air navigation service providers , shall not hold any professional position or responsibility with any air navigation service provider after their term in the national supervisory authority for at least a period of two years , if their term in the national supervisory authority has lasted for more than six months , and if the position held within the period of two years may influence the performance of national supervisory authority’s functions or is considered prejudicial to the independence of the national supervisory authority.


### persons in charge of strategic decisions , audits or other functions directly linked to performance targets or oversight of air navigation service providers , shall not hold any professional position or responsibility with any air navigation service provider after their term in the national supervisory authority , for at least a period of two years. ### persons in charge of strategic decisions , audits or other functions directly linked to performance targets or oversight of air navigation service providers , shall not hold any professional position or responsibility with any air navigation service provider after their term in the national supervisory authority , for a period to be defined by member states of at least one year.


### 7. member states shall ensure that national supervisory authorities have the necessary financial resources and capabilities to carry out the tasks assigned to them under this regulation in an efficient and timely manner. the national supervisory authorities shall manage their staff based on their own appropriations , to be set in proportion to the tasks to be fulfilled by the authority in accordance with article 4. ### 7. member states shall ensure that national supervisory authorities have the necessary public financial resources and capabilities to carry out the tasks assigned to them under this regulation in an efficient and timely manner. the national supervisory authorities shall manage their staff based on their own appropriations , to be set in proportion to the tasks to be fulfilled by the authority in accordance with article 4.


### 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


### 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. ### 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 air traffic service providers in accordance with article 25.


### 2. the national supervisory authorities shall be responsible for assessing and approving the price setting for the provision of the common information service , in accordance with article 9. ### 2. the national supervisory authorities shall be responsible for assessing and approving the price setting for the provision of the uavis , in accordance with article 9.


### 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. ### 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 which may , where appropriate , include fines or periodic penalties and/or the amendment , limitation , suspension or revocation of economic certificates issued by them in accordance with article 6.


### the air navigation service providers , airport operators and the common information service providers concerned shall comply with the measures taken by the national supervisory authorities to this effect. ### the air navigation service providers , airport operators and the uavis providers concerned shall comply with the measures taken by the national supervisory authorities to this effect.


### 4. in the case of provision of air navigation services in an airspace falling under the responsibility of another member state , the agreements referred to in paragraph 3 shall provide for the mutual recognition of the discharge , by each of the authorities , of the supervisory tasks set out in this regulation and of the results of the discharge of these tasks. they shall also specify which national supervisory authority shall be in charge of the economic certification set out in article 6. ### 4. the agreements referred to in paragraph 3 shall provide for the mutual recognition of the discharge , by each of the authorities , of the supervisory tasks set out in this regulation and of the results of the discharge of these tasks. they shall also specify which national supervisory authority shall be in charge of the economic certification set out in article 6.


### 1. air navigation service providers shall , in addition to the certificates they are required to hold pursuant to article 41 of regulation (eu) no 2018/1139 , hold an economic certificate. this economic certificate shall be issued upon application , when the applicant has demonstrated sufficient financial robustness and has obtained appropriate liability and insurance cover. ### 1. air navigation service providers shall , in addition to the certificates they are required to hold pursuant to article 41 of regulation (eu) no 2018/1139 , hold an economic certificate. this economic certificate shall be issued upon application , when the applicant has demonstrated sufficient financial robustness and has obtained appropriate liability and insurance cover. the applicants shall also demonstrate that they have policies and processes in place to ensure compliance with treaty rules on competition.


### 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. ### 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 amended , limited , suspended or revoked when the holder no longer complies with the requirements for issuing and maintaining such certificate.


### 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. ### deleted


### 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 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 financial resilience of service provision.


### 4. the national supervisory authorities of the member state where the natural or legal person applying for the economic certificate has its principal place of business or , if that person has no principal place of business , where it has its place of residence or place of establishment , shall be responsible for the tasks set out in this article in respect of the economic certificates. in the case of provision of air navigation services in an airspace falling under the responsibility of two or more member states , the national supervisory authorities responsible shall be those specified in accordance with article 5(4). ### 4. the national supervisory authority of the member state where the natural or legal person applying for the economic certificate has its principal place of business or , if that person has no principal place of business , where it has its place of residence or place of establishment , shall be responsible for the tasks set out in this article in respect of the economic certificates. in the case of provision of air navigation services in an airspace falling under the responsibility of two or more member states , the national supervisory authorities responsible shall be those specified in accordance with article 5(4).


### 6. the commission shall adopt , in accordance with the examination procedure referred to in article 37(3) , implementing rules regarding detailed requirements on financial robustness , in particular financial strength and financial resilience , as well as in respect of liability and insurance cover. in order to ensure the uniform implementation of and compliance with paragraphs (1) , (4) and (5) of this article , the commission shall adopt implementing acts , in accordance with the examination procedure referred to in article 37(3) , laying down detailed provisions concerning the rules and procedures for certification and for conducting the investigations , inspections , audits and other monitoring activities necessary to ensure effective oversight by the national supervisory authority of the entities subject to this regulation. ### 6. . in order to ensure the uniform implementation of and compliance with paragraphs (1) , (1a) , (4) and (5) of this article the commission shall , with a view to achieving the objectives set out in article 1 , adopt implementing acts , in accordance with the examination procedure referred to in article 37(3) , laying down detailed provisions concerning: a) the rules and procedures for issuing , maintaining , amending , limiting , suspending or revoking the certificates referred to in article 6 paragraph 1; b) the rules and procedures for conducting the investigations , inspections , audits and other monitoring activities , referred to in article 6 paragraph 5 and article 4 paragraph 3 , necessary to ensure effective oversight by the national supervisory authority of the entities subject to this regulation c) the rules and procedures for developing contingency plans in case of limitation , suspension or revocation of the economic certificate , referred to in article 6 paragraph 1a;


### 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


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


### 2. the designation of the air traffic service providers shall not be subject to any condition requiring those providers to : ### deleted


### 3. member states shall specify the rights and obligations to be met by the air traffic service providers , designated individually or jointly. the obligations shall include conditions for making available relevant data enabling all aircraft movements to be identified in the airspace under their responsibility. ### 3. member states shall have discretionary powers in choosing an air traffic provider and shall specify the rights and obligations to be met by the air traffic service providers , designated individually or jointly. the obligations shall include conditions for making available relevant data enabling all aircraft movements to be identified in the airspace under their responsibility.


### 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 as well as operational gains , air traffic service providers may decide to procure , individually or jointly , cns , ais , ads or met 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. ### where this enables cost-efficiency , as well as operational gains , airport operators may decide to procure terminal air traffic services for aerodrome control and terminal air traffic services for approach control 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. ### where this enables cost-efficiency gains to the benefit of airspace users , member states may allow the procurement of terminal air traffic services for aerodrome control and approach 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 case of a group of airports , the operators or the national supervisory authority concerned may decide that terminal air traffic services for approach control are to be procured at those airports. the national supervisory authority shall coordinate and oversee the procurement procedures , in particular for respecting the implementation of the european atm master plan , the interoperability and ground/air investment coordination.


### 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. ### 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. the period of service allocation following the tender procedure shall be maximum of five years.


### 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


### 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. ### 3. air navigation services provider shall have the obligation to ensure that the provision of en route air traffic services is functionally and organisationally separated in terms of organisation from the individually provision of cns , ais , ads , met and terminal air traffic services and that the requirement concerning the separation of individual accounts referred to in article 25(3) is respected. member states shall take all necessary measures to ensure that the provisions of this paragraph are implemented.


### 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. ### 3. member states shall take all necessary measures to ensure that the provision of en route air traffic services is functionally separated 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.


### 4. a provider of cns , ais , ads , met or terminal air traffic services may only be selected to provide services in a member state , when: ### 4. a provider , individually or in a package , of cns , ais , ads , met or terminal air traffic services may only be selected to provide services in a member state , when:


### it is certified in accordance with article 6(1) and 6(2); ### it is certified in accordance with article 6(1) and article 41 of regulation (eu) no 2018/1139;


### its principal place of business is located in the territory of a member state; ### deleted


### member states or nationals of member states own more than 50% of the service provider and effectively control it , whether directly or indirectly through one or more intermediate undertakings , except as provided for in an agreement with a third country to which the union is a party; and ### deleted


### 5. articles 14 , 17 and 19 to 22 shall not apply to the terminal air traffic service providers designated as a result of a procurement procedure in accordance with the second and third subparagraphs of paragraph 1. those terminal air traffic service providers shall provide data on the performance of air navigation services in the key performance areas of safety , the environment , capacity and cost-efficiency to national supervisory authority and the agency acting as prb for monitoring purposes. ### 5. the terminal air traffic service providers designated as a result of a procurement procedure in accordance with the second and third subparagraphs of paragraph 1 shall apply articles 14 , 17 and 19 to 22 and shall provide data on the performance of air navigation services in the key performance areas of safety , the environment , capacity and cost-efficiency to national supervisory authority and the agency acting as prb for monitoring purposes.


### 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 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 , in particular for respecting the implementation of the european atm master plan , the interoperability and ground/air investment coordination. 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.


### provision of common information services ### provision of uav information service (uavis) for the management of unmanned aircraft traffic