Proċedura : 2008/2041(INI)
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Ċiklu relatat mad-dokument : A6-0252/2008

Testi mressqa :

A6-0252/2008

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PV 08/07/2008 - 18
CRE 08/07/2008 - 18

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P6_TA(2008)0356

RAPPORT     
PDF 243kWORD 168k
12 ta' Ġunju 2008
PE 402.655v01-00 A6-0252/2008

dwar ‘Towards a new culture of urban mobility’

(2008/2041(INI))

Kumitat għat-Trasport u t-Turiżmu

Rapporteur: Reinhard Rack

MOZZJONI GĦAL RIŻOLUZZJONI TAL-PARLAMENT EWROPEW
 EXPLANATORY STATEMENT
 OPINJONI TAL-KUMITAT GĦALL-AMBJENT, IS-SAĦĦA PUBBLIKA U S-SIKUREZZA TA' L-IKEL
 OPINJONI TAL-KUMITAT GĦALL-IŻVILUPP REĠJONALI
 RESULT OF FINAL VOTE IN COMMITTEE

MOZZJONI GĦAL RIŻOLUZZJONI TAL-PARLAMENT EWROPEW

on ‘Towards a new culture of urban mobility’

(2008/2041(INI))

The European Parliament,

–   having regard to the Green Paper entitled ‘Towards a new culture of urban mobility’ (COM(2007)0551),

–   having regard to the White Paper entitled ‘European Transport Policy for 2010: time to decide’ (COM(2001)0370),

–   having regard to the Commission communication entitled ‘Keep Europe moving – sustainable mobility for our continent: mid-term review of European Commission’s 2001 Transport White Paper’ (COM(2006)0314),

–   having regard to the Commission communication entitled ‘Towards Europe-wide safer, cleaner and efficient mobility: the first intelligent car report’ (COM(2007)0541),

–   having regard to the Commission communication entitled ‘A Competitive Automotive Regulatory Framework for the 21st Century – Commission’s position on the CARS 21 High Level Group Final Report, A contribution to the EU's Growth and Jobs Strategy’ (COM(2007)0022),

   having regard to the Commission communication entitled ‘On the Intelligent Car Initiative: Raising Awareness of ICT for Smarter, Safer and Cleaner Vehicles’ (COM(2006)0059),

–   having regard to the Commission communication entitled ‘Freight Transport Logistics in Europe – the Key to Sustainable Mobility’ (COM(2006)0336),

–   having regard to the Commission communication entitled ‘Freight Transport Logistics Action Plan’ (COM(2007)0607),

   having regard to the Commission communication entitled ‘On a Thematic Strategy on the Urban Environment’ (COM(2005)0718),

–   having regard to the proposals and guidelines of the Commission and the opinions of the European Parliament on the structural funds, the cohesion fund and the 7th Research Framework Programme,

-    having regard to the revised proposal for a Directive of the European Parliament and of the Council on the promotion of clean and energy efficient road transport vehicles (COM(2007)0817),

–   having regard to its resolution of 20 February 2008 on the input for the 2008 Spring Council as regards the Lisbon Strategy(1),

–   having regard to its resolution of 12 July 2007 on keeping Europe moving – sustainable mobility for our continent’(2),

–   having regard to its resolution of 15 January 2008 on CARS 21: A Competitive Automotive Regulatory Framework(3),

–   having regard to its resolution of 5 September 2007 on Freight Transport Logistics in Europe – the Key to Sustainable Mobility(4),

–   having regard to its resolution of 26 September 2006 on the thematic strategy on the urban environment(5),

–   having regard to the opinion of the European Economic and Social Committee on ‘Urban Mobility’,

–   having regard to Rule 45 of its Rules of Procedure,

–   having regard to the report of the Committee on Transport and Tourism and the opinions of the Committee on the Environment, Public Health and Food Safety and the Committee on Regional Development (A6-0252/2008),

A. whereas urban centres (cities and their surroundings) are in many ways extremely important for the lives of EU citizens; whereas urban centres face similar problems and challenges with regard to pollution, congestion, noise and road safety as a consequence of urban mobility, in spite of the differences in their size and structure,

B.  whereas there is an urgent need for new thinking and innovative concepts on mobility in cities as urban transport is a major contributor to climate change, pollution and other environmental problems as well as the related negative effects on the quality of life and health of city dwellers; whereas these problems need to be tackled if any overall EU strategy to combat climate change and other environmental problems is to be successful,

C. whereas a suitable division of tasks between the EU and towns and cities must be ascertained, in which the EU should play a clearly defined role; whereas in line with the principle of better regulation and the principles of subsidiarity and proportionality, Community action on urban mobility should be taken only when there is clear European added value,

D. whereas the principles of the EU internal market should also be taken into account in the field of urban mobility,

E.  whereas European towns and cities should be able to choose from a wide range of flexible instruments so as to put together a tailor-made policy mix in order to provide integrated, sustainable, socially effective and economically viable solutions to their specific mobility problems; whereas better logistical solutions and a shift towards more sustainable transport modes must be sought in all transport modes and areas (pedestrians, cyclists, public and private passenger transport, freight distribution, and services) to provide for good accessibility of city centres and smooth traffic flows, which is of great importance for residents, visitors, commuters, producers and suppliers of goods and services - particularly SMEs; whereas special attention should be paid to the interoperability of the instruments chosen so as to enable authorities at a later stage to enforce road traffic offences related to urban areas on a cross-border basis,

F.  whereas European policy on urban transport must take into account economic, social, territorial and environment cohesion; whereas special attention has to be paid to the particular problems and conditions in the "new" Member States,

G. whereas attention must be paid to the particular needs of employees (commuters), people with reduced mobility, children (pushchairs), the least affluent and the elderly; whereas it should be kept in mind that the rapid ageing of Europe´s population leads to demographic shifts and to new mobility needs of societies,

H. whereas it is essential to adopt a new approach to strategic planning for urban areas in order to anticipate the environmental, energy, and mobility challenges that will arise within the next few decades,

I.   whereas internalising external costs is an important step towards the goal of achieving real costing in the transport sector; whereas the possibility of cross-subsidisation of sustainable urban transport concepts needs to be assessed in order to ensure fair treatment between the transport of goods and of passengers and between the different modes of transport; whereas efforts must be made to develop new financial instruments and make better and more frequent use of existing financial instruments such as the Structural and Cohesion Funds in the interest of sustainable urban mobility solutions,

The Role of the European Union

1.   Welcomes the above-mentioned Green Paper as a suitable basis for discussion; welcomes also the comprehensive involvement of those concerned in the process of opinion-forming and the shaping of future EU policies on urban transport;

2.   Considers a clear delineation of areas of responsibility of the EU to be necessary, in line with the subsidiarity and proportionality principles laid down in the Treaties; recognises the principle that local authorities are free to adopt their own mobility policies provided that they do not infringe the relevant national and Community legislation; expects at the same time that - applying the principles mentioned above - the Member States, towns and cities are aware of their own responsibility towards the better organisation and planning of urban mobility; acknowledges, however, that concerted action on urban mobility within the Community can bring a clear added value in some areas;

3.   Believes that the EU should define an overall strategy on urban mobility leading to a reduction in the high use of private cars and promote modal shift towards sustainable modes of transport, to support the EU's commitments on environmental protection and on cutting greenhouse gas emissions;

4.   Believes that action must be taken at European level in the following areas and calls for

-   the development of an integrated European global approach to urban mobility which will serve as a common frame of reference for European, national, regional and local players (municipalities, citizens, businesses and industry); this approach should be based on the principles of the EU internal market in sustainable mobility and should take into account the economic viability of cities and the effect on demographics (outmigration from cities); underlines, that this should give a clear stimulus to cities and urban areas to establish integrated and comprehensive Sustainable Urban Mobility Plans, with an emphasis on long-term city planning and spatial planning;

-   reliable, comparable data on all aspects of urban and suburban mobility to be gathered and effectively disseminated, taking into account future changes in the framework conditions (e.g. demographic changes, economic growth, climate change);

-   a complete list of Community rules currently in force which affect urban mobility, directly or indirectly, with the potential for improvement and simplification being considered in each case;

-   an evaluation of the implementation and application by Member States of European legislation affecting urban transport, in particular public passenger transport;

-   a list of the local initiatives to tackle some of the problems referred to in the Green Paper (e.g. road charging, green zones, safety on public transport, protection of cyclists etc.); hopes that this list can form the basis for the exchange of best practice in these areas;

-   the monitoring of local measures related to access to city centres in order to avoid new trade barriers within the EU internal market;

-   a "European Platform for Urban Mobility" or any other effective forum that brings together all data, best practices and policy information on urban mobility in a comprehensible way to allow citizens and policymakers easy access to vital information needed to develop urban mobility policies; stresses that such a platform should draw as much as possible from existing databases, resources and institutions, in order to avoid red tape and bureaucracy;

- an evaluation of the external costs of the various modes of transport and assessment of the possibility of internalising these;

5.   Calls on the Commission to work with Member States to overcome national barriers to urban schemes without however proposing EU legislation, which could limit the local flexibility that is required to solve mobility problems;

Legislation

6.   Considers it necessary for the EU to take into account the particular needs of urban transport in the policy areas where it has legislative power (e.g. budget policy, environment policy, social and labour market policy, competition policy, industry policy, regional and cohesion policy, transport and road safety policy, energy policy);

Standardisation and harmonisation

7.   Calls for specific European rules and/or guidance for the standardisation and harmonisation of the following:

- design and functioning of green zones and road pricing; considers that the decision on whether to introduce these measures should be taken at local level taking account of the specific situation of each conurbation; whereas following the principles of the EU internal market, special emphasis should be placed on their interoperable structure so as to enable a free flow of traffic and to avoid the establishment of divergent initiatives in different Member States;

-    technical and organisational requirements for the interoperability of the various modes of passenger and freight transport;-  mobility of people with disabilities, the elderly, people with young children and the least affluent;

- improvement of road safety according to European and national legislation;

–    accessibility and interoperability of Intelligent Transport Systems (ITS) technologies for EU-wide applications;

Dissemination and exchange of best practices;

8.   Calls also for suitable measures to promote the exchange of best practices, particularly concerning:

- optimising the use of available infrastructure, for example through flexible road use concepts,

–    adoption of multimodal transport and mobility solutions (road, rail, water),

-    integrated ticketing and billing systems that simplify access to, and the co-modal use of, different transport modes,

-    drawing up customised sustainable mobility plans and supporting measures for regional and urban planning (‘city of short distances’), a process in which all parties concerned should be involved from an early stage,

-    innovative solutions for efficient goods transport, particularly for local goods distribution in cities, including reliable loading and unloading systems to facilitate last-mile operations,

-    sustainable transport services to ensure tourist mobility in urban and peri-urban areas,

-    guidelines for an environmentally aware public procurement policy,

-    improvements in clean public local passenger transport with a focus on efficiency, attractiveness, emissions reduction and accessibility, including for disabled persons and persons with reduced mobility, as well as on safety and security,

-    promotion of sustainable mobility chains: walking-cycling-carsharing-carpooling-taxi-collective/public mobility,

- better organisation of short-distance transport,

-    traffic management measures to optimise logistics and mobility management in favour of transport reduction and/or avoidance, such as teleworking or flexible starting times at workplaces and schools,

–    measures to promote virtual mobility, for example e-learning, e-banking, teleshopping and teleconferencing,

-    introduction of green zones and road pricing,

-     parking policies and practices, such as the introduction of parking guidance systems,

-     improving and extending the use of ITS;

9.   Calls for the broadest possible dissemination of data on issues relevant to urban mobility, such as the statistics of Eurostat and CARE (Community database on Accidents on the Roads in Europe); requests that access to the CARE database be opened, which would be a powerful tool for exchanging information and expertise among transport professionals;

10. Calls on the Commission to support local authorities by promoting pilot and experimental projects, in particular those aimed at applying an integrated approach to the issue of urban mobility and providing assistance for research in the field of urban planning;

Research and development

11. Stresses the need for research and development in the field of sustainable transport, particularly to promote technological progress in the development of cleaner vehicle technologies; calls on the Commission and the Council to invest in clean, more efficient, consumer oriented and safe urban transport systems, and to take measures to create a market for such systems;

12. Points out that the EU has a role to play in the development and promotion of ITS and in funding innovative technologies, as they can make a significant contribution to, for example, improving road safety and the flow of traffic and logistical efficiency; considers, therefore, that the further development and, above all, increasing adoption of ITS in the EU should be promoted;

13. Calls on the Commission to set up accessible and compatible lists of research and development projects on urban mobility under the different EU framework programmes, indicating examples applied in practice;

Coordination between authorities

14. Underlines that exchange of best practices concerning mobility governance and better co-ordination is essential for improving urban transport and mobility, as shortcomings such as a lack of appropriate allocation of responsibilities, a lack of co-ordination between various local, regional and national authorities and insufficient co-ordination between the planning of urban, suburban and rural transport systems are becoming apparent; points out that poor coordination between local authorities results in higher delivery costs, more traffic and hence more environmental pollution;

15. Calls urgently for better coordination between neighbouring local authorities in order to ensure a certain degree of consistency and to provide for sustainable and harmonious development of local and regional transport infrastructures in cross-border areas and elsewhere;

Integrated approach

16. Considers it necessary for urban development and planning to be carried out on an integrated basis, taking account of present and future urban transport needs; the introduction of fast train connections between city centres and river, rail and airport terminals and in particular outlying regions should be a priority for the purposes of large-scale urban development and modernisation:

17. Recalls that, in view of increasingly rapid urbanisation, greater attention should be paid to the suburbs, peri-urban zones and conurbations;

Individual responsibility

18. Emphasises citizens´ individual responsibility and considers it necessary to encourage them to assess critically their behaviour as road users and, if possible, participate actively in local urban mobility forums; believes that almost every citizen can change his/her habits, for example regarding use of private car use and alternative means of transport (walking, cycling, or public transport), and thereby make an individual contribution to improving the cleanliness and quality of life in urban areas; calls for alternative mobility options to be provided by national, regional and local authorities to facilitate these changes; furthermore calls on European, national, regional and local authorities to step up education and information campaigns to make citizens more aware of their traffic behaviour; stresses the particular importance of education campaigns for the younger generation;

19. Highlights in this connection the importance and growing success of the ‘Car-free Day’ in the context of EU Mobility Week; notes that, in 2007, 1909 towns from 23 Member States participated in this initiative; calls on the Commission and Member States to continue to encourage this initiative and work towards its widespread adoption;

20. Considers that a study should be drawn up which throws light and contains detailed information on all aspects of citizens’ urban mobility options (private versus public transport); calls for new and standardised data-gathering on lesser studied issues such as pedestrian and cyclist behaviour and citizens' motivation when making use of certain transport modes and not others;

Financing

21. Finds that the EU can make an important contribution to financing urban passenger and freight transport measures, for example by using the Structural and Cohesion Funds, and calls on the Commission to honour its responsibility in this respect; recalls the financing responsibility of Member States for measures affecting the environment and transport prescribed in Community law;

22. Calls on the Commission to draw up specific market economy-oriented instruments to create a balanced and favourable framework for sustainable mobility in urban centres;;

23. Calls, in the context of the forthcoming review of the EU budget, for the financing of projects from EU funds to be more closely linked to conditions and requirements relating to sustainable transport and environmental protection in future and considers this to be a suitable instrument for promoting environmentally friendly and widely accessible transport concepts;

24. Calls on the Commission to work, alone or together with the European Investment Bank, for example, on examining the current and future possibilities for financing urban transport; suggests drawing up a comprehensive guide setting out in a systematic manner all funds available for urban transport; calls, in addition, on the Commission to examine the question of cross-subsidisation in the field of transport to ensure fair treatment between all modes of transport and between the transport of passengers and of goods; moreover all aspects of public private partnerships and their possible contribution to sustainable urban mobility concepts should be evaluated;

25. Calls on the Bureau of the European Parliament and its services to set an example by implementing its own decisions and boosting mobility management measures for Members, staff and visitors with the aim of integrating sustainable mobility into the application of the EMAS Regulation by the Parliament;

                                                                            o

                                                                 o                    o

26. Instructs its President to forward this resolution to the Council and Commission.

(1)

Texts adopted, P6_TA(2008)0057.

(2)

Texts adopted, P6_TA(2007)0345.

(3)

Texts adopted, P6_TA(2008)0007.

(4)

Texts adopted, P6_TA(2007)0375.

(5)

Texts adopted, P6_TA(2006)0367.


EXPLANATORY STATEMENT

Introduction

When the mid-term review of the Transport White Paper was presented, the European Commission announced, in 2006, its intention of producing an Urban Transport Green Paper. After a wide-ranging public hearing in the first half of 2007, it published a Green Paper entitled ‘Towards a new culture for urban mobility’ (COM(2007)0551) on 25 September 2007. Publication of the Green Paper signals the start of the consultation period, which will end on 15 March 2008 and during which the parties involved are invited to state their views on the Commission’s proposals. The Commission will then, later in the year, present an action plan containing specific measures.

The rapporteur welcomes the publication of this comprehensive Green Paper, which endeavours to address and summarise as many aspects of urban mobility as possible. The rapporteur considers that, in contrast to the Commission’s approach setting out the individual points according to subject (flowing traffic, greener cities, urban transport which is more intelligent, more accessible and safer), there is one central question to be addressed and this is therefore made the focus of a new classification: ‘What role can / should / must the European Union play in questions of urban transport, and how can / should / must it proceed?’

The role of the European Union

Accordingly, the first section aims to list the areas in which activities at European level can achieve clear added value(1). In this context, the rapporteur would like to stress the importance of an overall, integrated European concept of urban transport. The importance of obtaining reliable, comparable data should also be emphasised; these not only show the actual state of affairs but also take account of future changes in the framework conditions (e.g. demographic changes). Listing and analysing the rules currently in force in the area of urban transport – in particular regarding possible deregulation – is also important. Last but not least, an assessment of external costs and the possibility of their being internalised must be undertaken.

Hard law / Soft law

A second section examines the role of the EU as legislator. Urban transport is a horizontal issue, meaning that it is affected by a number of policy areas which are already regulated EU-wide. These include environment policy, social and labour market policy, competition policy, industry policy, regional and cohesion policy and transport policy. Against this background, the legitimate interest of the European Commission in this subject can be clearly understood.

Reference should also be made to the added value which the EU can provide in improving urban mobility: namely, the opportunity it has to formulate fundamental standards and norms when developing new outline solutions. These should to some extent correspond to the same principles across the Community, so that citizens and industry in the individual Member States are dealing with structures which have been mutually agreed upon.

Whilst there are very close similarities between the problems encountered with urban transport, the heterogeneity of European cities means that nowhere are they exactly the same. It would therefore be useful if instruments which vary in their detail but are essentially similar could be made available to towns and cities so they can overcome their transport problems. Municipalities should be in a position to make their own choice of the outline solutions suitable for them – and which they would subsequently implement – from a structured range. First and foremost, this would entail enabling municipalities to create an individual policy mix on the basis of basically standardised solutions. One-off solutions should be avoided at all costs.

In order that citizens, industry and business within the Community may enjoy comparable basic conditions, green zones, low emission zones and urban road charging facilities should be installed/structured in an essentially similar way throughout Europe. In this context the interoperability of technical solutions is of prime importance. The principle of maximum feasible compatibility must, however, also be considered in other areas which are not dependent on technology (e.g. the introduction of vignettes or stickers enabling special access). Particular attention should be paid to weaker road users such as persons with restricted mobility, children and the elderly. A related question is that of road safety, which should be seen as an integrated concept taking account of and affecting all areas of transport and infrastructure.

Alongside hard law measures such as these, the implementation of soft law measures, i.e. disseminating and exchanging best practice, is possible in many other areas. An important point in overcoming urban transport problems is making optimal use of the available infrastructure, not least because space, being so limited, is the most valuable resource in urban areas. Innovative solutions such as road use concepts tailored to different times of day can contribute to solving traffic problems in this context. Multimodular transport concepts also offer a range of possibilities. For example, the potential for integrating inland waterway transport into urban transport concepts has barely been exploited. The European Commission could also offer its support to issues of regional and urban planning. The importance of tailor-made mobility plans, in particular, should be more widely discussed. This area covers, for example, the problematic area of commuting and ‘artificial traffic creation’ (e.g. large shopping centres on the edges of towns vs. the ‘city of short distances’). In terms of the economic performance of an urban area, special attention should also be paid to a sophisticated logistics concept, primarily in the form of efficient, well-organised goods and freight transport.

Another issue is environmental responsibility in transport policy. Important considerations concerning the quality of life and health are among the main reasons for drawing up this Green Paper. This is directly linked to an environmentally aware procurement policy, for example, the significance of which can then be seen in the question of internalising external costs, as this can be an important (financial) influence on more environmentally friendly mobility. Further steps must be taken in the area of local public transport. This must be made more efficient, attractive and accessible, thereby encouraging a modal shift among citizens and avoiding a situation where it is mainly the socially weaker members of society who are ‘forced’ to make journeys within the urban area using public means of transport which may have little appeal. An additional measure would involve exploiting the potential represented by alternative means of transport such as the bicycle. Better organisation of short-distance transport can usually contribute to easing the burden on urban areas, especially at peak times. Measures aimed at avoiding the use of transport altogether, such as wider use of teleworking concepts, should not be underestimated. Efforts should also be made to reduce the load on transport by attempting to reduce the volume of traffic at peak times in the morning or late afternoon by, for example, introducing flexible working hours for employees. Small variations in the start of the school day might also prove effective here.

The area of research and development harbours considerable, as yet unexploited potential, for example in terms of the improved organisation of traffic flow or road safety. Technological progress also enables more environmentally friendly vehicles to be built. A special effort needs to be made to promote new developments and implement concepts/solutions such as these as much as possible.

Citizens in towns and cities should, however, also realise that they have a vital role to play in determining cleanliness and quality of life in urban areas. They should, on the one hand, be encouraged to assess their own behaviour as road users critically, including, for example, questioning whether the use of a private car is really necessary in each case. Driving habits might also be geared to environmental criteria, at little inconvenience to the individual. This presupposes, however, that public transport offers an alternative means of travel which is competitive. Finally, people must be encouraged to cover short distances, in particular, on foot – and not only for reasons of a more healthy lifestyle. One of our primary goals must be ensuring that this can be done in ‘fresh’ air.

Financing

Funding from the structural and cohesion funds or the Research Framework Programmes is available to the Commission for financing. The particular importance of urban transport for everyone concerned and the fact that, as was mentioned above, there are already many European rules concerning urban areas means that the Commission must be called on to honour its responsibility with respect to financing. The investment required to improve urban mobility and the corresponding compliance with European regulations means that there is a broad need for financing which must be met primarily by the local authorities concerned. Reference should also be made to the financing responsibility of Member States for measures concerning the environment and transport which are set out in Community law. This means that Member States must guarantee towns and cities the financial means with which to implement Community law in this context.

The rapporteur also attaches great importance to developing and setting up new financial instruments, for example in cooperation with the EIB. In this regard the potential inherent in cross-subsidisation in the field of transport should not be overlooked. Tying support to obligations undertaken is another financial – and therefore important – steering mechanism. For example, the implementation of environmentally friendly solutions can be made a condition for the granting of funding.

(1)

It should be noted at the outset that the lists in this draft report are not to be taken as exhaustive, and that they serve primarily to illustrate the basic principles described.


OPINJONI TAL-KUMITAT GĦALL-AMBJENT, IS-SAĦĦA PUBBLIKA U S-SIKUREZZA TA' L-IKEL (8.4.2008)

għall-Kumitat għat-Trasport u t-Turiżmu

dwar il-Green Paper: Lejn kultura ġdida għall-mobilità urbana

(2008/2041(INI))

Rapporteur għal opinjoni: Justas Vincas Paleckis

PA_NonLeg

SUĠĠERIMENTI

Il-Kumitat għall-Ambjent, is-Saħħa Pubblika u s-Sikurezza ta' l-Ikel jistieden lill-Kumitat għat-Trasport u t-Turiżmu, bħala l-kumitat responsabbli, biex jinkorpora dawn is-suġġerimenti li ġejjin fil-mozzjoni għal riżoluzzjoni tiegħu:

1.   Jenfasizza li ħafna nies aktar minn qabel huma kkonċentrati fiż-żoni urbani u fl-inħawi madwarhom; jenfasizza l-ħtieġa li l-għan ikun li t-trasport urban isir sostenibbli u jirrispetta l-ambjent, li jkun aċċessibbli u l-użu jkun faċli għall-utent, partikularment għal utenti li għandhom mobilità mnaqqsa, bħall-persuni b'diżabilità jew l-anzjani;

2.   Iqis li ż-żieda fit-traffiku tfisser li t-toroq fi bliet kbar qed joperaw sal-limitu tal-kapaċità tagħhom u spiss jaqbżu din il-kapaċità, għalhekk in-netwerk ta' toroq ta' bliet kbar huwa sensittiv ħafna għat-tfixkil jew n-nuqqas ta' flessibilità, li jirriżultaw fi traffiku wieqaf li jifforma malajr anki fil-każ ta' problemi żgħar. Għalhekk huwa importanti ħafna li titnaqqas is-sensittività għat-tfixkil tan-netwerks ta' toroq ta' bliet kbar (eżempju b'sistemi ta' trasport intelliġenti (ITS), billi jiġu introdotti u promossi drawwiet ġodda ta' sewqan u trasport);

3.   Jenfasizza l-ħtieġa li jiġi adottat u implimentat metodu globali li jikkunsidra l-aspetti kollha ta' l-aċċessibilità u jkopri l-mezzi kollha ta' trasport;

4.   Jenfasizza li l-aċċess għal mobilità għal kulħadd (inklużi dawk mingħajr aċċess għal vettura privata) huwa fattur soċjali li jeħtieġ li jitqies;

5.   Jiġbed l-attenzjoni lejn l-importanza li jinbnew faċilitajiet ta' pparkjar fis-subborgi, fid-dawl taż-żieda fl-għadd ta' nies li jivvjaġġaw regolarment, b'aċċess flessibbli għal mezzi oħra ta' trasport minn hemm;

6.   Jikkunsidra t-trasport pubbliku li jirrispetta l-ambjent bħala mezz biex jitnaqqsu l-emmissjonijiet f'żoni urbani fejn il-kwalità ta' l-arja taffettwa mhux biss is-saħħa tar-residenti tal-belt imma wkoll tal-viżitaturi u ta' dawk li jaħdmu fl-ibliet;

7.   Jenfasizza li l-affrontar tal-konġestjoni tat-traffiku se jtejjeb il-kwalità ta' l-arja u jnaqqas it-tniġġis tal-ħoss; jemmen li dan jista' jintlaħaq b'mod effettiv billi jiġi kkontrollat l-aċċess fiżiku ta' toroq permezz ta' politiki ta' aċċess u billi jiġi influwenzat l-ivvjaġġar fit-toroq f'żoni partikulari permezz ta' politiki dwar l-ipparkjar.

8.   Jenfasizza l-ħtieġa li l-iżvilupp tat-trasport urban ikun maqtugħ mill-impatt ambjentali negattiv billi jiġu adottati politiki koerenti fil-kuntest tal-pakkett tal-Kummissjoni dwar l-azzjonijiet fir-rigward tal-bidla fil-klima u ta' l-enerġija li tiġġedded;

9.   Jenfasizza l-ħtieġa li jitraħħsu t-tariffi ta' kull tip ta' trasport pubbliku, skond il-kriterji soċjali, sabiex jiżdied l-użu ta' kuljum b'għadd ta' ċittadini li dejjem jiżdied u b'hekk jitnaqqas l-użu ta' mezzi ta' trasport privati li jniġġsu;

10. Jenfasizza l-ħtieġa li jkun hemm strateġija li twaqqaf it-tnaqqis fl-użu tat-trasport pubbliku fl-Istati Membri l-ġodda u ż-żieda fl-użu ta' karozzi privati;

11. Jipproponi li jkun hemm ċaqliq ta' mill-anqas 1%, f'termini ta' kilometri kull passiġġier, minn trasport privat bħall-karozzi, favur mezzi ta' trasport sostenibbli, bħat-trasport pubbliku u r-roti, kif imsemmi fir-Riżoluzzjoni tal-Parlament Ewropew tas-26 ta' Settembru 2006 dwar l-istrateġija tematika dwar l-ambjent urban(1);

12. Jenfasizza li t-trasport pubbliku kollu għandu jsir aktar aċċessibbli u faċli li jintuża miċ-ċittadini b'diżabilità;

13. Jenfasizza li l-inkoraġġiment ta' l-użu tat-trasport pubbliku huwa wieħed mill-aktar metodi effettivi biex jitnaqqas it-tniġġis tal-ħoss u ta' l-arja relatat mat-trasport u l-konġestjoni tat-traffiku f'żoni urbani, speċjalment fil-każ ta' sistemi li ma jużawx it-toroq bħal sistemi ta' ferroviji taħt l-art u fuq l-art;

14. Jenfasizza li t-trasport bir-roti u kull metodu ieħor mingħajr l-għajnuna ta' mutur, partikularment fl-ibliet, jiffrankaw l-enerġija u l-ispazju, huma bla ħoss, ma jinkludux emmissjonijiet ta' CO2, ma jniġġsux l-arja, u huma effettivi ħafna fil-ġlieda kontra l-ħxuna u l-mard marbut ma' nuqqas ta' attività fiżika; jenfasizza wkoll il-ħtieġa li jkunu promossi dawk il-mezzi ta' trasport alternattivi billi jinħolqu żoni speċjali u xierqa, bħal korsiji għar-roti u żoni għal persuni bil-mixi, kif ukoll il-ħtieġa li jkunu promossi l-mobilità tal-persuni bil-mixi u t-trasport bir-roti, f'kampanji bil-għan li titqajjem kuxjenza u pjanijiet ta' vjaġġar u t-tqassim ta' mapep li juru n-netwerks taż-żona u r-rotot li diġà jeżistu għar-roti;

15. Jistieden lill-Kummissjoni Ewropea u lill-awtoritajiet lokali biex jieħdu azzjoni immedjata biex jiżdiedu l-kampanji edukattivi u ta' informazzjoni biex iċ-ċittadini jsiru aktar konxji ta' l-imġieba tagħhom f'dak li għandu x'jaqsam mat-traffiku, partikularment billi jsir enfasi fuq il-kampanji edukattivi għall-ġenerazzjoni iżgħar;

16. Jenfasizza li Pjan ta' Trasport Urban Sostenibbli (SUTP) għandu jkun mitlub mil-liġi Komunitarja għal kull villaġġ li għandu aktar minn 100,000 abitant; iqis li tali leġiżlazzjoni tista' tinkludi skadenzi ċari u miri li jridu jiġu rrispettati stipulati fuq il-livell lokali u Ewropew;

17. Iqis li l-SUTPs jistgħu jinkludu l-mezzi li permezz tagħhom l-awtoritajiet lokali għandhom intenzjoni li:

- jippromwovu mezzi ta' trasport mhux mekkanizzati bħat-trasport bir-roti u l-mixi, billi jibnu network estensiv ta' passaġġi għar-roti u billi jipprovdu passaġġi sikuri u intersezzjonijiet fit-triq għal persuni mixjin;

- jippromwovu t-trasport pubbliku billi jintużaw fondi Ewropej għall-iżvilupp ta' infrastruttura għat-trasport pubbliku, u jqassmu informazzjoni dwar eżempji attwali xierqa, bħall-introduzzjoni ta' sistemi integrati ta' prezzijiet u biljetti u l-iżvilupp ta' sistemi 'Park and Ride';

- jaffrontaw l-użu individwali ta' karozzi li dejjem qed jiżdied, permezz ta' restrizzjonijiet ta' parking u tariffi għall-konġestjoni, kif ukoll żoni ta' emmissjonijiet baxxi u żoni ħielsa minn karozzi;

18. Jenfasizza li l-NGOs u partijiet interessati oħrajn għandhom ikunu involuti fil-preparazzjoni ta' l-SUTPs, li għandhom ikunu disponibbli għall-pubbliku; minbarra dan, iqis li evalwazzjoni regolari tal-progress imwettaq u tad-disseminazzjoni tar-riżultati ta' dawn l-evalwazzjonijiet hija essenzjali wkoll;

19. Jappoġġja lill-Kummissjoni Ewropea biex fl-isforzi tagħha tippromwovi l-akkwisti pubbliċi li jirrispettaw l-ambjent filwaqt li tirrispetta l-prinċipju ta' sussidjarjetà, u jqis li dan jista' jkun ta' eżempju u jkollu effett residwu f'oqsma oħra; jinsab konvint li l-użu ta' standards ambjentali stretti bħala kriterju ta' għażla prinċipali huwa mod xieraq biex ikun promoss it-trasport urban sostenibbli,

20  Jinkoraġġixxi lill-Kummissjoni Ewropea biex tipprovdi għajnuna u informazzjoni fi bliet li jippromwovu kultura ġdida ta' mobilità urbana;

21. Jenfasizza li l-ibliet sostenibbli huma responsabbli wkoll għall-iżvilupp taż-żoni ta' madwarhom; jenfasizza li l-iżvilupp tat-trasport urban għandu jinkludi wkoll l-iżvilupp ta' linji ta' trasport inter-reġġjonali sostenibbli, u jistieden sabiex l-awtoritajiet kompetenti jagħtu attenzjoni speċjali liż-żoni urbani transkonfinali fil-qrib;

22. Jaqbel mal-Kummissjoni li t-trasport pubbliku fiż-żoni urbani għandu jittejjeb permezz ta' taħlita ta' politiki fejn miżuri ekonomiċi orjentati lejn il-forniment jiġu appoġġjati minn politiki xierqa mmirati lejn il-ħolqien ta' talba sostenibbli, b'attenzjoni speċifika mogħtija lil dawk il-miżuri li għandhom il-kapaċità li jnaqqsu l-użu tal-karozzi u jżidu l-vjaġġaturi regolari, bħal:

- demostrazzjonijiet jew proġetti pilota għall-awtoritajiet lokali u reġjonali;

- pjanifikar urban ta' assi ta' trasport barra dawk għall-karozzi;

- kampanji biex ma jkunx imħeġġeġ it-trasport bil-karozzi u jiġu proposti mezzi alternattivi ta' trasport;

- inċentivi fiskali;

- kampanji ta' taħriġ għall-eko-sewqan;

23. Jenfasizza l-ħtieġa li tkun promossa diskussjoni u koperazzjoni bejn l-awtoritajiet lokali fl-Istati Membri kollha sabiex ikun hemm skambju ta' l-aħjar prattiki, esperjenzi u miżuri;

24. Ifaħħar il-ħidma mwettqa bħala riżultat ta' l-inizjattiva(2) 'City-VITality-Sustainability' (CIVITAS) u jenfasizza l-irwol tal-Kummissjoni Ewropea fit-tixrid attiv ta' l-esperjeza miġbura u ta' l-aħjar (u l-agħar) prattiki, għall-benefiċċju ta' bliet li ma jipparteċipawx fl-inizjattiva;

25. Iqis li, fid-dawl ta' l-akbar differenzi reġjonali fil-kwalità tat-trasport fl-EU, jingħata l-parir li l-għarfien jitpoġġa f'forma ta' linji gwida li ma jorbtux li jkunu għad-dispożizzjoni ta' l-awtoritajiet lokali kollha;

26. Jistieden lill-Kummissjoni biex tippromwovi investimenti fir-riċerka u proġetti pilota għal mezzi ta' trasport effiċjenti f'termini ta' enerġija u li jirrispettaw l-ambjent u sistemi ta' trasport intelliġenti (ITS); jinkoraġġixxi t-tneħħija ta' ostakli tekniċi li jfixklu t-twaqqif ta' sistemi ta' trasport li jirrispettaw l-ambjent u intelliġenti permezz ta' uniformità u interoperabilità tas-sistemi;

27. Jenfasizza li l-internalizzazzjoni tajba ta' spejjeż esterni għal kull mod ta' trasport għandha tkun il-bażi ta' kull sistema ta' trasport sostenibbli; madankollu, l-għażla tal-metodu u t-tariffi imposti biex jiġu affrontati l-ispejjeż esterni (prinċipalment il-konġestjoni tat-traffiku, it-tniġġis ta' l-arja u tal-ħoss), għandhom ikunu mmexxija mill-prinċipju ta' sussidjarjetà fiż-żoni urbani, sabiex ikun ċar li taxxi ambjentali fuq toroq TEN f'żoni urbani jidħlu fl-ambitu tal-prinċipju ta' sussidjarità għal kull tip ta' vettura (karozzi u trakkijiet);

28. Jistieden lill-Kummissjoni biex tiżgura l-kompatibilità tal-prijoritajiet politiċi tagħha dwar trasport urban sostenibbli u t-tnaqqis ta' emmissjonijiet CO2 mal-mod li bih qed jintefqu l-Fondi Strutturali u ta' Koeżjoni;

29. Jistieden lill-Kummissjoni biex tintegra r-rekwiżiti ambjentali fl-allokazzjoni ta' fondi reġjonali għall-proġetti ta' mobilità urbana;

30. Jistieden lill-Kummissjoni biex tinkoraġġixxi lill-awtoritajiet lokali biex jipprovdu inċentivi finanzjarji u mhux finanzjarji għal utenti kummerċjali u privati biex jaqilbu għal mezzi ta' trasport b'emmissjonijiet baxxi, u/jew iġeddu l-flotot eżistenti, jew jaġġornawhom b' teknoloġiji disponibbli li jirrispettaw l-ambjent; ifakkar li fir-rigward ta' proġetti integrati għar-riġenerazzjoni urbana u rurali li jistgħu jinkludu investimenti relatati mat-trasport, jeżistu diversi għejun ta' ffinanzjar fuq il-livell ta' l-UE, bħall-Fondi Strutturali, il-Fond ta' Koeżjoni u s-self mill-Bank Ewropew ta' l-Investiment; ifakkar li, fir-rigward tar-riċerka u l-innovazzjoni, l-ibliet u r-reġjuni jistgħu jipparteċipaw fl-iskambju ta' l-aħjar prattiki u ta' proġetti komuni ('Reġjuni ta' Għarfien' u 'Reġjuni ta' Bidla Ekonomika') u proġetti relatati ma' l-infrastruttura, l-immaniġġjar tat-traffiku, l-immaniġġjar tal-mobilità u l-komunikazzjoni permezz tal-Programmi ta' Qafas ta' l-UE dwar l-R&D u l-Innovazzjoni (eżempju CIVITAS);

31. Jenfasizza li l-impatt pożittiv jista' jiġi massimizzat biss jekk l-awtoritajiet lokali u nazzjonali jkollhom approċċ integrat u sistematiku lejn il-mobilità urbana, billi jenfasizzaw l-ippjanar tal-belt fuq tul medda twila ta' żmien;

32. Jinnota b'sodisfazzjon li qed tittieħed aktar u aktar azzjoni mill-awtoritajiet lokali fir-restrizzjoni ta' l-aċċess fl-ibliet għall-vetturi li jniġġsu l-aktar biex jassiguraw konformità aħjar mal-liġijiet dwar il-kwalità ta' l-arja fit-territorju tagħhom u l-ħolqien ta'żoni ħielsa mit-tniġġis u l-konġestjoni magħrufa bħala Żoni Ħodor; jistieden lill-Kummissjoni biex tipprovdi gwida dwar id-definizzjoni ta' Żoni Ħodor fl-ibliet, ibbażata fuq sinjali u indikazzjonijiet standard ta' l-UE għal Żoni Ħodor u ttikkettar armonizzat għal vetturi nodfa;

33. Jenfasizza li l-effiċjenza ta' Żoni Ħodor urbani tiddipendi fuq l-infurzar transkonfinali tar-regoli li jmexxu dawn iż-żoni; jistieden lill-Kummissjoni sabiex tieħu azzjoni biex tiffaċilità l-infurzar transkonfinali ta' multi tat-traffiku, inklużi reati mhux meqjusa kriminali, sabiex ikun possibbli li jiġu rintraċċati vetturi barranin li jidħlu f'dawn iż-żoni b'mod illegali;

34. Jenfasizza li azzjoni mill-Kummissjoni għandha tkun ta' użu partikulari fl-għajnuna biex jitħejjew xi linji gwida għaż-Żoni Ħodor biex ikun żgurat li sistemi f'pajjiżi u bliet differenti ta' l-UE jkunu kompatibbli;

35. Ifakkar li t-tniġġis ta' l-arja għadu l-kawża prinċipali tal-problemi tas-saħħa fl-UE; għalhekk jenfasizza li l-ibliet bi tniġġis fl-arja għoli għandhom jikkunsidraw li jintroduċu miżuri riġidi, inklużi tariffi ta' konġestjoni u żoni ta' emmissjonijiet baxxi u żoni ħielsa mill-karozzi; jenfasizza wkoll li l-introduzzjoni ta' limiti ta' veloċità ta' 30km fis-siegħa fiċ-ċentri ta' l-ibliet mhux biss inaqqas it-traffiku u t-tniġġis ta' l-arja imma jista' jnaqqas ukoll l-inċidenti fatali;

36. Jiġbed l-attenzjoni lejn il-possibilitajiet offruti mill-immudellar matematiku (fl-istima ta' l-ammont tat-traffiku u l-emmissjoni ta' sustanzi li jnissġu) għal immaniġġjar aħjar ta' l-infrastruttura tat-trasport urban;

37. Jistieden lill-Kummissjoni biex tippromwovi t-tnaqqis ta' forom ta' trasport li jniġġsu fiċ-ċentri storiċi u t-tkabbir taż-żoni għall-mixi, filwaqt li tiggarantixxi l-aċċessibilità u l-preservazzjoni ta' drawwiet tradizzjonali;

38. Jenfasizza l-ħtieġa li tiġi introdotta kultura ġdida ta' mobilità urbana fl-istadji bikrin ta' l-edukazzjoni, sa mill-iskola primarja;

39. Jenfasizza l-fatt li ż-Żoni Ħodor f'partijiet urbani m'għandhomx isiru fruntieri ġodda li jillimitaw il-mobilità taċ-ċittadini u tal-merkanzija; f'dan is-sens, jistieden lill-Kummissjoni biex tħejji linji gwida dwar il-metodi ta' kif iż-Żoni Ħodor jistgħu jibqgħu aċċessibbli għall-mobilità (nies mixjin, roti, trasport pubbliku u merkanzija); bħala l-ewwel pass, jistieden lill-Kummissjoni biex tħejji websajt Ewropew li jipprovdi informazzjoni dwar ir-regoli li jmexxu ż-Żoni Ħodor differenti fil-partijiet urbani madwar l-UE u l-metodi biex wieħed jikseb aċċess għal dawn iż-żoni;

40. Jiġbed l-attenzjoni lejn l-importanza ta' manutenzjoni tajba tal-vettura proprja;

41. Jiġbed l-attenzjoni lejn l-importanza ta' l-iskambju ta' l-aħjar prattiki bejn l-Istati Membri;

42. Jiġbed l-attenzjoni lejn il-ħtieġa ġenerali li jkun hemm żieda fl-ekonomija tat-trasport. Dan jista' jfisser li mhux biss ikun hemm ċaqliq minn trasport bil-karozza għal trasport pubbliku jew minn karozzi għal roti, imma wkoll minn karozzi kbar għal karozzi żgħar jew minn karozzi mhux mimlija għal karozzi mimlija. Kwalunkwe bidla minn dawn tintlaqgħa u tiġi appoġġjata;

43. Jiġbed l-attenzjoni lejn l-importanza ta' l-ippjanifikar ta' spazji. L-ippjanifikar ta' villaġġi huwa, minn ħafna aspetti, is-soluzzjoni għal trasport sostenibbli, sabiex il-vojt attwali jintela bi studju u gwida fuq il-livell ta' l-UE.

RIŻULTAT TAL-VOTAZZJONI FINALI

Data ta' l-adozzjoni

2.4.2008

Riżultat tal-votazzjoni finali

+:

–:

0:

[41]

[3]

[0]

Membri preżenti għall-votazzjoni finali

Adamos Adamou, Georgs Andrejevs, Margrete Auken, Johannes Blokland, John Bowis, Frieda Brepoels, Hiltrud Breyer, Martin Callanan, Chris Davies, Avril Doyle, Mojca Drčar Murko, Edite Estrela, Jill Evans, Anne Ferreira, Matthias Groote, Françoise Grossetête, Satu Hassi, Gyula Hegyi, Jens Holm, Marie Anne Isler Béguin, Dan Jørgensen, Christa Klaß, Urszula Krupa, Jules Maaten, Linda McAvan, Marios Matsakis, Roberto Musacchio, Riitta Myller, Vladko Todorov Panayotov, Vittorio Prodi, Guido Sacconi, Richard Seeber, Kathy Sinnott, Bogusław Sonik, Evangelia Tzampazi, Thomas Ulmer, Marcello Vernola, Anja Weisgerber, Glenis Willmott

Sostitut(i) preżenti għall-votazzjoni finali

Christofer Fjellner, Johannes Lebech, Kartika Tamara Liotard, Miroslav Mikolášik, Bart Staes

Sostitut(i) (skond l-Artikolu 178(2)) preżenti għall-votazzjoni finali

 

(1)

ĠU C 306 E, 15.12.2006, p. 182.

(2)

www.civitas-initiative.eu


OPINJONI TAL-KUMITAT GĦALL-IŻVILUPP REĠJONALI (10.4.2008)

għall-Kumitat għat-Trasport u t-Turiżmu

Lejn kultura ġdida għall-mobilità urbana

(2008/2041(INI))

Rapporteur għal opinjoni: Jan Olbrycht

PA_NonLeg

SUĠĠERIMENTI

Il-Kumitat għall-Iżvilupp Reġjonali jistieden lill-Kumitat għat-Trasport u t-Turiżmu, bħala l-kumitat responsabbli, biex jinkorpora s-suġġerimenti li ġejjin fil-mozzjoni għal riżoluzzjoni tiegħu:

1.  Jaqbel mad-dikjarazzjoni tal-Kummissjoni fil-Green Paper tagħha 'Lejn kultura ġdida għall-mobilità urbana' (COM(2007)0551) li l-mobilità urbana hija faċilitatur importanti tat-tkabbir eknomiku u ta’ l-impjiegi, kif ukoll ta’ żvilupp reġjonali bbilanċjat fl-UE, u b’hekk tikkontribwixxi biex jintlaħqu l-għanijiet ta' l-istrateġiji ta' Liżbona u ta' Gothenburg;

2.  Jenfasizza li l-fatt li jkun żgurat li ċ-ċittadini jgawdu aċċess indaqs u faċli għal servizzi ta’ trasport ta’ kwalità kkoordinati, inkluż it-trasport kollettiv, f’zoni urbani u peri-urbani huwa vitali għall-koeżjoni territorjali ta’ l-UE; jitlob li tingħata attenzjoni partikulari lill-ħtiġijiet tal-persuni b’diżabilità u tan-nies imdaħħla fiż-żmien;

3.  Jisħaq fuq il-fatt li l-mobilità urbana għandha rwol sinifikanti biex tkun żgurata l-koeżjoni interna fil-mases urbani u li għalhekk l-istrateġiji ta' żvilupp għat-trasport urban iridu jkunu marbuta mill-qrib ma' strateġiji usa' għall-iżvilupp ta' l-ispazju u għall-iżvilupp taz-zoni urbani;

4.  Jemmen b'fermezza li, filwaqt li l-kwalità ta' l-infrastrutturi u tas-servizzi tat-trasport hija kruċjali għall-faxxinu u l-kompetittività taċ-ċentri urbani, l-effikaċja ta' l-investiment fit-trasport tiddependi mill-fatt li tkun marbuta ma' strateġija ta' żvilupp sostenibbli għal mases urbani individwali; jidhirlu, għalhekk, li hija ħaġa essenzjali li fl-iskemi ta’ ppjanar fil-livell ta’ konurbazzjoni jitqies l-impatt preżenti u futur tat-trasport urban;

5.  Jistieden lill-Kummissjoni, lill-Istati Membri u lill-awtoritajiet reġjonali u lokali biex jadottaw approċċ integrat għall-ippjanar ta' l-investiment fit-trasport għaz-zoni urbani u għaz-zoni peri-urbani, filwaqt li jitqiesu l-fatturi soċjali, ekonomiċi u ambjentali; jisħaq fuq l-importanza tal-konsultazzjoni pubblika biex jiġu żviluppati strateġiji ta’ ppjanar urban sostenibbli li jkunu ta' suċċess;

6.  Jistieden lill-Kummissjoni biex tiffaċilita l-iżvilupp ta’ approċċ integrat billi tagħmel studji fuq il-benefiċċji ta’ approċċ bħal dan u billi tenfasizza l-ispejjeż ta’ approċċ li ma jkunx integrat; barra minn hekk jistieden lill-Kummissjoni tipprovdi gwida għal dawk li qegħdin jaħdmu fil-livell l-aktar bażiku biex tagħtihom parir dwar il-prattiċitajiet ta’ approċċ integrat, pereżempju, bl-użu ta’ listi li jridu jkunu ċċekkjati;

7.  Jistieden lill-Kummissjoni biex tirrevedi l-leġiżlazzjoni u l-linji gwida tal-Komunità li jinfluwenzaw direttament jew indirettament il-mod li bih huwa segwit l-iżvilupp urban sostenibbli, bil-għan li r-reġjuni u l-bliet il-kbar jingħataw qafas ta' referenza komuni sabiex ikun iktar faċli għalihom li jagħmlu għażliet fir-rigward ta' l-ippjanar u l-implimentazzjoni ta' l-istrateġija għall-iżvilupp;

8.  Jistieden lill-Kummissjoni biex tfassal gwida komprensiva li tippreżenta b’mod sistematiku l-fondi kollha li hemm disponibbli għat-trasport urban (il-Programm ta’ Qafas għar-Riċerka u l-Iżvilupp (FPRD), fondi reġjonali, Life+, Marco Polo) u l-faċilitajiet offruti mill-Bank Ewropew għall-Investiment, skond il-gwida dwar il-bliet il-kbar li ġiet ippubblikata dan l-aħħar mid-Direttorat Ġenerali għall-Politika Reġjonali tal-Kummissjoni;

9. Ifakkar li l-Kummissjoni għandha tħeġġeġ lil dawk interessati li huma mill-post biex jistabbilixxu sħubijiet bejn il-pubbliku u l-privat;

10. Jisħaq li l-ippjanar ta' l-iżvilupp urban jaqa’ fil-kompetenza ta' l-awtoritajiet lokali; jistieden lill-Kummissjoni biex tappoġġja lill-awtoritajiet lokali billi tippromwovi proġetti pilota u sperimentali, b’mod partikulari dawk immirati lejn l-applikazzjoni ta’ approċċ integrat lejn il-kwistjoni tal-mobilità urbana, billi tipprovdi għajnuna għar-riċerka fil-qasam ta’ l-ippjanar urban u billi tinkuraġġixxi l-użu ta' riżorsi finanzjarji disponibbli fl-Istati Membri;

11. Jistieden lill-Kummissjoni biex tispjega, bl-użu ta’ eżempji mill-Istati Membri, il-benefiċċji tal-prattika tajba fl-ippjanar integrat tal-mobilità meta jkunu qed jiġu implimentati proġetti ewlenin u biex taħsibha tintroduċix sistema ta’ premjazzjoni għall-bliet iż-żgħar u għall-bliet il-kbar li jkunu ta’ l-ewwel li jdaħħlu soluzzjonijiet ġodda biex jittrattaw il-konġestjoni fis-sistemi tat-trasport urban;

12. Jemmen b'fermezza li l-aċċess għall-għajnuna mill-Fondi Strutturali u mill-Fond ta' Koeżjoni għandu jiddependi mit-tfassil ta' strateġija integrata għall-iżvilupp sostenibbli ta’ zoni urbani u ta’ zoni peri-urbani;

13. Jisħaq fuq l-importanza tal-koperazzjoni bejn il-bliet il-kbar u r-reġjuni għat-tfassil ta' l-aqwa strateġiji ta' żvilupp u jistieden lill-Kummissjoni biex tinkludi kwistjonijiet ta’ mobilità urbana fl-iskambji ta' esperjenzi u ta' l-aħjar prattika, b'mod partikulari fil-qafas tal-programm URBACT u ta' l-inizjattiva tar-Reġjuni għal Bidla Ekonomika.

RIŻULTAT TAL-VOTAZZJONI FINALI FIL-KUMITAT

Data ta’ l-adozzjoni

08.4.2008

Riżultat tal-votazzjoni finali

+:

–:

0:

47

0

3

Membri preżenti għall-votazzjoni finali

Emmanouil Angelakas, Stavros Arnaoutakis, Elspeth Attwooll, Rolf Berend, Jana Bobošíková, Victor Boştinaru, Antonio De Blasio, Petru Filip, Gerardo Galeote, Iratxe García Pérez, Eugenijus Gentvilas, Gábor Harangozó, Filiz Hakaeva Hyusmenova, Mieczysław Edmund Janowski, Rumiana Jeleva, Gisela Kallenbach, Tunne Kelam, Evgeni Kirilov, Miloš Koterec, Constanze Angela Krehl, Miguel Angel Martínez Martínez, Sérgio Marques, Miroslav Mikolášik, James Nicholson, Lambert van Nistelrooij, Jan Olbrycht, Maria Petre, Markus Pieper, Pierre Pribetich, Elisabeth Schroedter, Grażyna Staniszewska, Catherine Stihler, Margie Sudre, Kyriacos Triantaphyllides, Vladimír Železný.

Sostitut(i) preżenti għall-votazzjoni finali

Bernadette Bourzai, Jan Březina, Brigitte Douay, Den Dover, Emanuel Jardim Fernandes, Francesco Ferrari, Madeleine Jouye de Grandmaison, Ramona Nicole Mănescu, Ljudmila Novak, Mirosław Mariusz Piotrowski, Zita Pleštinská, Samuli Pohjamo, Manfred Weber,

Sostitut(i) (skond l-Artikolu 178(2)) preżenti għall-votazzjoni finali

Jean-Paul Gauzès, Jacques Toubon.


RESULT OF FINAL VOTE IN COMMITTEE

Date adopted

29.5.2008

 

 

 

Result of final vote

+:

–:

0:

27

2

0

Members present for the final vote

Inés Ayala Sender, Paolo Costa, Arūnas Degutis, Petr Duchoň, Saïd El Khadraoui, Robert Evans, Emanuel Jardim Fernandes, Francesco Ferrari, Brigitte Fouré, Mathieu Grosch, Georg Jarzembowski, Timothy Kirkhope, Sepp Kusstatscher, Jörg Leichtfried, Marian-Jean Marinescu, Erik Meijer, Seán Ó Neachtain, Willi Piecyk, Paweł Bartłomiej Piskorski, Luís Queiró, Reinhard Rack, Brian Simpson, Yannick Vaugrenard

Substitute(s) present for the final vote

Nathalie Griesbeck, Zita Gurmai, Leopold Józef Rutowicz

Substitute(s) under Rule 178(2) present for the final vote

Astrid Lulling, Rovana Plumb, Bart Staes

Aġġornata l-aħħar: 3 ta' Lulju 2008Avviż legali