16

Rezultatas(-ai)

Žodis(-iai)
Publikacijos rūšis
Politikos sritis
Autorius
Raktinis žodis
Datą

Digital technology in elections: Efficiency versus credibility?

10-09-2018

Digital technology brings greater efficiency in many walks of life, and elections are no exception. Online databases hugely facilitate the task of creating and managing accurate and up-to-date electoral rolls. In less developed countries, whose citizens often lack reliable identity documents, biometric technology can help to identify voters, thus preventing fraud in the form of multiple voting. However, for some aspects of election management, digitalisation is more controversial. Electronic voting ...

Digital technology brings greater efficiency in many walks of life, and elections are no exception. Online databases hugely facilitate the task of creating and managing accurate and up-to-date electoral rolls. In less developed countries, whose citizens often lack reliable identity documents, biometric technology can help to identify voters, thus preventing fraud in the form of multiple voting. However, for some aspects of election management, digitalisation is more controversial. Electronic voting machines count votes quickly and accurately. First used in the United States, they have spread to several Latin American and Asian countries. However, the intangible nature of digital processes makes detecting tampering more difficult; as a result, most European countries are sticking to tried-and-trusted conventional paper ballots. Even more controversial is the idea of internet voting. On the one hand, allowing citizens the convenience of casting their vote online without the need to visit polling stations could help to reverse a worrying decline in voter turnout across the world. On the other hand, current technology does not allow internet voting systems to be fully secured against hackers, a major concern given the growing sophistication of cyber-attacks (for example, from Russia). To date, only Estonia gives all voters the option of online voting in national elections.

EU strategy on cooperative intelligent transport systems

31-08-2017

Digital technologies, and systems based on them, are being rapidly introduced in transport all over the world. Cooperative intelligent transport systems (C-ITS) in road transport are part of this development, and one element in a wider drive towards vehicle automation. These systems use technologies allowing road vehicles to communicate with other vehicles or road users and roadside infrastructure. By increasing the quality and reliability of information, C-ITS can improve road safety and traffic ...

Digital technologies, and systems based on them, are being rapidly introduced in transport all over the world. Cooperative intelligent transport systems (C-ITS) in road transport are part of this development, and one element in a wider drive towards vehicle automation. These systems use technologies allowing road vehicles to communicate with other vehicles or road users and roadside infrastructure. By increasing the quality and reliability of information, C-ITS can improve road safety and traffic efficiency as well as reduce energy consumption and emissions from transport, provided that cyber security and data protection are ensured. The European Commission has put forward a strategy outlining the path towards commercial deployment of C-ITS in the EU by 2019, seeking to avoid market fragmentation and maintain EU competitiveness. The main steps proposed are to adopt a legal framework for providing investors with legal certainty, to make EU funding available for projects, and to continue cooperation with EU stakeholders and international partners. The strategy addresses key issues such as data protection and cyber-security, systems interoperability and technical specifications. In the meantime, several ongoing pilot projects are consolidating the experience to be shared. The European Parliament, a long-time supporter of C-ITS and defender of personal data protection, is preparing a report on the strategy.

Research for TRAN Committee - Passenger night trains in Europe: the end of the line?

05-05-2017

The number of passenger night trains offering sleeping accommodation operated within Europe has declined rapidly since around 2010. This paper presents findings on what drives the financial, economic, social and environmental viability of services and hence decisions on whether to operate them or subsidise them. It presents conclusions and recommendations for the monitoring, management and regulation of the sector.

The number of passenger night trains offering sleeping accommodation operated within Europe has declined rapidly since around 2010. This paper presents findings on what drives the financial, economic, social and environmental viability of services and hence decisions on whether to operate them or subsidise them. It presents conclusions and recommendations for the monitoring, management and regulation of the sector.

Išorės autorius

Steer Davies Gleave: Gordon Bird, Jim Collins, Niccolò Da Settimo, Dick Dunmore, Simon Ellis, Mohammad Khan, Michelle Kwok, Tom Leach, Alberto Preti, Davide Ranghetti, Christoph Vollath ; Politecnico di Milano for Steer Davies Gleave: Paolo Beria, Antonio Laurino, Dario Nistri

Summary of the External Paper - Estimating the Bridge Financing Needs of the Single Resolution Fund: How Expensive Is It to Resolve a Bank?

24-11-2015

This external paper (authors Willem Pieter De Groen, Daniel Gros, Center for European Policy Studies, November 2015), requested by the ECON Committee, assesses whether further bridge financing could potentially be needed for the Single Resolution Fund during the transitional period from 1 January 2016 to 31 December 2023.

This external paper (authors Willem Pieter De Groen, Daniel Gros, Center for European Policy Studies, November 2015), requested by the ECON Committee, assesses whether further bridge financing could potentially be needed for the Single Resolution Fund during the transitional period from 1 January 2016 to 31 December 2023.

Estimating the Bridge Financing Needs of the Single Resolution Fund: How Expensive is it to Resolve a Bank?

20-11-2015

The Single Resolution Board (SRB) will be responsible for the resolution of banks in the euro area from 1 January 2016. However, the resources of the Single Resolution Fund (SRF) at the disposal of the SRB will only gradually be built up until 2023. This paper provides estimates of the potential financing needs of the SRF, based on the euro area bank resolutions that actually occurred between 2007 and 2014. We find that the SRF would have been asked to put a total amount of about €72 billion into ...

The Single Resolution Board (SRB) will be responsible for the resolution of banks in the euro area from 1 January 2016. However, the resources of the Single Resolution Fund (SRF) at the disposal of the SRB will only gradually be built up until 2023. This paper provides estimates of the potential financing needs of the SRF, based on the euro area bank resolutions that actually occurred between 2007 and 2014. We find that the SRF would have been asked to put a total amount of about €72 billion into these failing banks, which is more than the target for the SRF (€55 billion) but less than the amount the SRF could draw on, if the ex post levies are also taken into account. As this sum would have been required over eight years the broad conclusion is that bridge financing, in addition to the existing alternative funding, would only have been needed in the early years of the transition.

Išorės autorius

Willem Pieter De Groen and Daniel Gros

High-speed rail in the EU

29-09-2015

High-speed rail (HSR) started developing in Europe in the late 1970s, first in France and Italy, and subsequently in Germany, Spain and the UK, among others. In the early stages, its development took place largely at national level. The EU started providing specific support to European rail projects with the establishment of the trans-European transport network (TEN-T) in the early 1990s, some priority projects of which concern HSR. The EU also promotes HSR development through other means, including ...

High-speed rail (HSR) started developing in Europe in the late 1970s, first in France and Italy, and subsequently in Germany, Spain and the UK, among others. In the early stages, its development took place largely at national level. The EU started providing specific support to European rail projects with the establishment of the trans-European transport network (TEN-T) in the early 1990s, some priority projects of which concern HSR. The EU also promotes HSR development through other means, including technical harmonisation measures, security systems and funding instruments. The importance of high-speed rail has increased over time in the EU in terms of network length, number of passengers carried and modal share. Nevertheless, EU Member States each have their own specific characteristics in this regard. The impact of HSR on economic growth and sustainable regional and urban development is not easily measurable, each project having to be analysed individually. HSR can contribute significantly towards meeting some of the objectives – notably on energy efficiency and reduction of emissions – set by the 2011 European Commission White Paper on Transport. To this end, specific targets for developing the HSR network are set out in the Roadmap to a Single European Transport Area. Worldwide, the development of HSR lines could also provide commercial opportunities for the technological know-how of the EU rail industry on foreign markets. However, the sector's future depends on a diverse range of political, economic and technical factors or challenges, among them the increasing costs of rail works and infrastructure, varying rates of investment returns, and the adverse impacts of the recent economic crisis. In the context of budgetary constraints, public authorities in some EU countries have questioned HSR's overall added value.

The Cost of Non-Europe of an incomplete Economic and Monetary Union

12-12-2014

The purpose of this study is to evaluate the robustness of a strong economic and monetary union faced with a new crisis scenario. Based on the results of an empirical statistical model devised to analyse the distinctive features of financial markets, macroeconomic indicators and the accounting data of financial institutions in the 28 countries of the European Union, this study suggests that, with a new sovereign debt crisis on the horizon, better European budgetary cooperation could generate savings ...

The purpose of this study is to evaluate the robustness of a strong economic and monetary union faced with a new crisis scenario. Based on the results of an empirical statistical model devised to analyse the distinctive features of financial markets, macroeconomic indicators and the accounting data of financial institutions in the 28 countries of the European Union, this study suggests that, with a new sovereign debt crisis on the horizon, better European budgetary cooperation could generate savings of some EUR 85 billion, i.e. 0.65 per cent of the EU's GDP, and a functioning banking union would make it possible to save EUR 222.3 billion, mainly generated by a reduced need to recapitalise the EU's financial institutions.

Išorės autorius

Auteur: Marius-Christian Frunza, docteur en économie et habilité à diriger les recherches, est chercheur sénior au Laboratoire d'excellence sur la régulation financière, Labex ReFi d’heSam Université, et directeur de recherche at Schwarzthal Kapital.

Cost of Non-Europe in the Single Market for transport and tourism: road transport and railways (Annex I)

28-10-2014

Cost of Non-Europe Reports identify the possibilities for economic or other gains and/or the realisation of a ‘public good’ through common action at EU level in specific policy areas and sectors. This Cost of Non-Europe Report seeks to analyse the costs for citizens, businesses and relevant stake-holders of remaining gaps and barriers in the Single Market in transports, as well as to examine the benefits from further action in the tourism sector. This particular study - the first in a series - focuses ...

Cost of Non-Europe Reports identify the possibilities for economic or other gains and/or the realisation of a ‘public good’ through common action at EU level in specific policy areas and sectors. This Cost of Non-Europe Report seeks to analyse the costs for citizens, businesses and relevant stake-holders of remaining gaps and barriers in the Single Market in transports, as well as to examine the benefits from further action in the tourism sector. This particular study - the first in a series - focuses on the potential benefits of completing the single market in the rail and road sectors. First, it highlights what the progress has been to date in terms of legislative actions. Secondly it seeks to evaluate in a qualitative and (where possible) quantitative manner the impact of filling the remaining gaps in legislation. The study focuses, in particular, on those areas where liberalisation has started but has not been completed, and those where markets are not functioning effectively – that is, where legislation is not currently being envisaged, but where it is likely that intervention will be needed in future.

Išorės autorius

This study has been written by Francesco Dionori, Roberta Frisoni, Simon Ellis, Lydia Rooney, Davide Ranghetti, Federico Spano and Elisa Tejedor of Steer Davies Gleave at the request of the European Added Value Unit, of the Directorate for Impact Assessment and European Added Value, within the Directorate-General for European Parliamentary Research Services of the European Parliament.

Cost of Non-Europe in the Single Market for transport and tourism: air and maritime transport (Annex II)

28-10-2014

Cost of Non-Europe Reports identify the possibilities for economic or other gains and/or the realisation of a ‘public good’ through common action at EU level in specific policy areas and sectors. This Cost of Non-Europe Report seeks to analyse the costs for citizens, businesses and relevant stake-holders of remaining gaps and barriers in the Single Market in transports, as well as to examine the benefits from further action in the tourism sector. This particular study - the second in a series - reviews ...

Cost of Non-Europe Reports identify the possibilities for economic or other gains and/or the realisation of a ‘public good’ through common action at EU level in specific policy areas and sectors. This Cost of Non-Europe Report seeks to analyse the costs for citizens, businesses and relevant stake-holders of remaining gaps and barriers in the Single Market in transports, as well as to examine the benefits from further action in the tourism sector. This particular study - the second in a series - reviews European air and water transport policy and regulation, and identifies areas, where further legislative action is necessary to complete the Single Market in these sectors. In addition, the paper looks at the impact of the completion of the Single market in relation to intercontinental transport. Based on that, it quantifies the “Cost of non-Europe” by giving an estimate of the net benefits that rebalancing European intercontinental gateways, which would stem from the completion of the Single Market in these air and maritime transport areas, would produce for the whole European economy.

Išorės autorius

This study has been written by Andreu Ulied, Oriol Biosca and Efraín Larrea (MCRIT) with relevant contributions from Julia Rzepecka (VVA) and Stephanie Kirchmayr-Novak (OIR), coordination and review by Giovanni Familiari (T33), at the request of the European Added Value Unit, within the Directorate-General for Parliamentary Research Services of the European Parliament.

Cost of Non-Europe in the Single Market for transport and tourism: tourism policy and passenger rights (Annex III)

28-10-2014

Cost of Non-Europe Reports identify the possibilities for economic or other gains and/or the realisation of a ‘public good’ through common action at EU level in specific policy areas and sectors. This Cost of Non-Europe Report seeks to analyse the costs for citizens, businesses and relevant stake-holders of remaining gaps and barriers in the Single Market in transports, as well as to examine the benefits from further action in the tourism sector. This particular study - the third in a series - looks ...

Cost of Non-Europe Reports identify the possibilities for economic or other gains and/or the realisation of a ‘public good’ through common action at EU level in specific policy areas and sectors. This Cost of Non-Europe Report seeks to analyse the costs for citizens, businesses and relevant stake-holders of remaining gaps and barriers in the Single Market in transports, as well as to examine the benefits from further action in the tourism sector. This particular study - the third in a series - looks at the cost of non-Europe in European tourism policy and passenger rights legislation. For passenger rights, it analyses existing legislation and policy measures, identifying specific gaps where legislation or further initiatives at European level could be beneficial. In the tourism area, it quantifies in economic terms the potential for efficiency gains and identifies the main areas, in which EU action would further support the development of tourism and help realise the potential gains identified.

Išorės autorius

This study has been written by Richard Weston and Nicholas Davies of the University of Central Lancashire and Anna Scuttari, Matthias Wagner and Harald Pechlaner of the European Academy of Bozen/Bolzano, at the request of the European Added Value Unit, of the Directorate for Impact Assessment and European Added Value, within the European Parliamentary Research service (EPRS) of the European Parliament.

Partneriai

Likite prisijungę

email update imageElektroninio pašto pranešimų apie naujienas sistema

Pranešimų e. paštu sistema, pagal kurią į jūsų e. pašto dėžutę tiesiogiai siunčiama naujausia informacija, jums suteikia galimybę gauti informaciją apie visus su Parlamentu susijusius asmenis ir įvykius. Ši informacija taip pat apima paskutines naujienas apie EP narius, informacinės tarnybos ir ekspertų grupės Think Tank pranešimus.

Šia sistema galima naudotis iš bet kurio Parlamento interneto svetainės puslapio. Kad užsisakytumėte ir gautumėte ekspertų grupės Think Tank pranešimus, jums tereikia nurodyti savo e. pašto adresą, pasirinkti dominančią temą, nurodyti dažnumą (kasdien, kas savaitę ar kas mėnesį) ir patvirtinti registraciją paspaudžiant ant e. paštu gautos nuorodos.

RSS imageSklaidos kanalai

Nepraleskite jokios Europos Parlamento svetainės informacijos ar naujienų naudodamiesi sklaidos kanalu.

Norėdami pakeisti savo sklaidos kanalo nustatymus, spauskite ant šios nuorodos.