Az ülések szó szerinti jegyzőkönyve

2021. december 15., Szerda - Strasbourg

21. Az EU válasza a közlekedési szegénységre (vita)

  Πρόεδρος. – Το επόμενο σημείο στην ημερήσια διάταξη είναι η συζήτηση επί:

της δήλωσης της Επιτροπής με θέμα «Η απάντηση της ΕΕ στη φτώχεια στον τομέα των μεταφορών» (2021/3015(RSP)).

  Adina-Ioana Vălean, Member of the Commission. – Mr President, the concept of transport poverty, or mobility poverty, is attracting increasing attention.

Despite the lack of an exact definition, transport poverty generally refers to the inability of accessing mobility services either due to the cost, or because the services do not exist. It is not necessarily referring exclusively to those who cannot afford the access to transportation. We should also read it in a larger perspective, including those households where transport represents an important share of the family budget, and they are very sensitive to increase in prices of transport and mobility in general.

Indeed, whereas the single market in transport has increased connectivity, mobility remains expensive for people with lower incomes and is not sufficiently accessible for people with disabilities or reduced mobility. In rural, peripheral, remote areas, including the outermost regions and islands, improved public transport links and access to affordable connectivity in general is essential to guarantee lean mobility for all.

Mobility poverty can jeopardise access to products and services at a competitive price, as well as to social and cultural activities. But, more importantly, it can be an obstacle to access medical care, education and employment for citizens. In this context, mobility poverty is increasingly a concern, in particular for vulnerable groups.

In our sustainable and smart mobility strategy, we are very clear on the importance of transport being available and affordable for all. Our attention shall be focused on making sure it remains available for vulnerable groups.

The European Pillar of Social Rights is the European compass to make sure that a green and digital transition is socially fair and just. The pillar lists transport among the essential services that everyone shall have access to, and underscores the necessity to support people in need to access them. As announced in the European Pillar of Social Rights Action Plan, the Commission will present next year a report on access to essential services. It will also include a mapping of existing national and EU measures, supporting access for people at risk of poverty and social exclusion.

In the context of the Fit for 55 package the Commission has proposed a new social climate fund to address specifically the social impact of the green transition on vulnerable households, micro-enterprises and transport users, arising from the introduction of emission trading in the buildings and road transport sectors. This is of particular importance to ensure that the transition to a climate-neutral economy is just and leaves no one behind, and to ensure its social acceptance.

Once adopted by the legislator, it will provide funding to Member States to grant temporary income support and allow for subsidising to support investments intended to reduce vulnerable groups’ reliance on fossil fuels. It should offer the possibility of facilitating the purchase of zero and low-emission vehicles, or strengthening other sustainable modes of transport, including public transport, active modes of transport or shared mobility solutions, particularly in rural and remote areas.

Investment in zero and low-emission mobility and transport also features in Member States’ resilience and recovery plans, and various other EU funds provide ample possibilities to support the transformation driven by the European Green Deal from different angles: regional funds, the Just Transition Fund, the Modernisation Fund for Lower Income Member States and the Innovation Fund. The Connecting Europe Facility (CEF) will contribute equally with EUR 1.5 billion in the next three years to help roll out the necessary infrastructure for citizens to be able to charge their electric cars.

Yesterday, the Commission adopted a proposal on a Council recommendation to address the social and labour aspects of the climate transition. The recommendation aims at a fair transition towards climate neutrality to ensure positive employment outcomes and benefits of the green transition, as well as for garnering public support.

Regarding transport poverty, we want to better understand and map those in difficulty as a result of increasing costs in transport. We are looking for further research and evidence, better monitoring and assessment of adequate access to essential services, including transport. Transport poverty due to the lack of transport services can also be linked to poor connectivity for remote or rural areas.

Yesterday, the Commission also adopted a legislative proposal revising the current TEN-T Regulation that sets the foundation of a European transport infrastructure. Our network should allow seamless mobility and accessibility for all users, in particular people in situations of vulnerability. And, while a local and regional connectivity is certainly a competence of national authorities and administrations that are closer on the ground, we want to improve the accessibility of passengers where local and regional public transport connects with long-distance transport in train stations, ports and airports, with particular attention for vulnerable groups of transport users, including persons with disabilities, with reduced mobility, and people living in remote regions.

In the revision of TEN-T we have paid attention to areas in Europe where maritime and air connections play an essential role to ensure connectivity, outermost regions in particular, but not only. The revision ensures a better representation of ports and airports in those regions, and the CEF allows for more favourable conditions for projects, with cofinancing rates up to 70% in outermost regions.

Member States also have a tailor-made tool at hand to combat transport poverty granting and, if need be, compensating public-service obligations under non-discriminatory and transparent conditions for the public transport operators. This enables them to provide public transport services essential for connectivity where there is a demand but no supply.

It is also important that transport services are not only affordable and available, but also accessible to everyone. For persons with disabilities or with reduced mobility, the main problem in accessing transport services is the lack of accessible vehicles, barriers in transport stations and inadequate transport information systems.

I want to thank Parliament again for its support earlier this year when adopting the Regulation for Rail Passengers’ Rights, which gives extended rights to persons with disabilities and reduced mobility. They will now have better access to information. The rules on liability of railway companies have been further reinforced when they take care of the mobility equipment of persons with reduced mobility when travelling, which is critical in their daily life.

Now when assessing the current legal framework on passenger rights and TRMs earlier this year, we have found that there are still gaps. While some rules would need clarification, in the coming weeks we will also launch an impact assessment to review the legislative framework on passenger rights and TRMs when using air, water, boat and bus and coach transport, and in addition, will propose legislation by 2022 on the provision and use of commercially sensitive data for multimodal digital mobility services, which will also improve journey planning for persons with reduced mobility.

I rest here and I am looking forward to listening to your opinion. I trust that working together we can address this issue which is becoming more and more worrying.

  Marian-Jean Marinescu, în numele grupului PPE. – Domnule președinte, doamna comisar, mobilitatea este o necesitate, nu este un lux. Mobilitatea până la urmă este un drept. Libertatea de circulație a persoanelor, a bunurilor, a serviciilor în Uniune nu se poate implementa fără mobilitate. Reducerea emisiilor este o necesitate, de asemenea, deci până la urmă trebuie să găsim un echilibru între aceste lucruri pe care trebuie să le aplicăm în același timp și cu eficiență.

Pachetul propus de Comisie, pachetul Fit for 55, va crea mari probleme în transport. După opinia mea, va accelera această sărăcie a transportului, pentru că va crea posibilitatea de ridicare a costurilor; și în transportul maritim, și în rutier, și în aviatic sunt mai multe taxe, până la urmă, introduse, taxă pentru combustibil, taxă pentru emisiile create, plus creșterea prețurilor la combustibil sau la combustibili alternativi.

Eu cred că măsurile pe care le luăm nu trebuie să creeze o problemă pe care apoi să încercăm să o rezolvăm prin ajutor, bineînțeles, din bugetul statului sau statelor sau al Uniunii. Eu cred că măsurile trebuie să asigure mobilitatea și în același timp să asigure și micșorarea emisiilor. Cred că ETS fără o alternativă este doar o simplă taxă. Cred că ETS trebuie să se aplice acolo unde o alternativă este disponibilă și este abordabilă și cred că atunci când aplicăm ETS, banii pe care îi colectăm din ETS, fondurile trebuie să se întoarcă în industrie pentru a crea acea alternativă. Sper ca împreună, în Parlament și în Consiliu, să rezolvăm această problemă extrem de importantă, atât pentru cetățeni, cât și pentru economie.

  Isabel García Muñoz, en nombre del Grupo S&D. – Señor presidente, señora comisaria, no hay duda de que una mayor ambición climática es necesaria para luchar contra el cambio climático y que la contribución del sector del transporte a la reducción de emisiones es ineludible.

Pero no hay que olvidar que esa transición debe ser justa y, algo muy importante: debe ser percibida por la ciudadanía europea como una oportunidad. Y eso pasa porque la descarbonización del transporte vaya acompañada de un aumento de su competitividad y de la conectividad de todos los territorios.

El transporte es un sector internacional y el compromiso climático debe ser global. Por eso, la Unión Europea debe de ser líder en de la OMI y la OACI. Hay que evitar que se creen paraísos fiscales de CO2 en terceros países donde seguir contaminando sin ninguna consecuencia y en detrimento de muchos puestos de trabajo y empresas europeas. Necesitamos acompañar esta transición con recursos económicos suficientes para mitigar los posibles impactos adversos, sobre todo entre los colectivos más vulnerables y las regiones más afectadas.

Un fondo social para el clima sin condicionamientos va a ser indispensable para garantizar la asequibilidad y la accesibilidad del transporte, para impulsar el transporte público, también en el medio rural, y para incentivar la compra de vehículos de cero emisiones.

Nuestra apuesta: un sector verde responsable social y territorialmente en línea con el Pacto Verde con corazón rojo que defendemos.

  José Ramón Bauzá Díaz, en nombre del Grupo Renew. – Señor presidente, estimada comisaria, el precio de la luz en España alcanza hoy su máximo histórico, 291 euros por megavatio día; la gasolina alcanzó en noviembre cifras que no se veían desde el año 2012: actualmente llenar un depósito medio en España cuesta setenta y cinco euros, quince euros más que al inicio de este año 2021, y, tan solo como consecuencia de la subida del combustible, los costes de un transportista en España este mes son ochocientos euros más que el mes pasado; y cerramos este año 2021 con una inflación inédita durante décadas, y eso significa que los ciudadanos tienen menor poder adquisitivo, y obviamente hay una mayor pobreza en Europa, y nuestros ciudadanos deben pagar mucho más por el transporte y por moverse y deben pagar también mucho más por todo aquello que están utilizando, aquellos bienes y productos que utilizan cada día.

Precisamente por eso, desde Europa tenemos el deber de actuar para frenar esa escalada que empobrece a nuestros ciudadanos, y una forma de hacerlo es no agravar la situación desde las instituciones europeas, asegurándonos de que medidas legislativas, como es el caso del régimen de comercio de derechos de emisión, no redundan en costes adicionales para el sector energético y el del transporte, que en definitiva pagamos y pagan todos nuestros ciudadanos: por lo tanto, no podemos cargar a nuestros ciudadanos con el coste de políticas verdes que finalmente lo que hacen es redundar, en el peor de los momentos, en el bolsillo de los ciudadanos; por tanto, señorías, seamos responsables, no solo no nos peguemos un tiro nosotros mismos en la competitividad de nuestras empresas, sino que no le peguemos un tiro al bolsillo de nuestros ciudadanos.

  Ciarán Cuffe, on behalf of the Verts/ALE Group. – Mr President, transport poverty is a widespread phenomenon in the European Union, and yet it scarcely features in our discussions on transport. There are varying definitions, but being transport poor is generally accepted to be someone who has little or no transport options for their daily needs, or transport spending pushes them below the poverty line or is excessively dangerous or time consuming. You could also add that exposure to things like air and noise pollution is higher amongst the most marginalised in society – think of the housing estates beside motorways versus the leafy suburbs. Many people in the European Union can be described as transport poor.

However, I would warn that some are trying to weaponise this issue to fight against crucial environmental measures, and these issues are not mutually exclusive. More public transport, more cycling, more shared mobility, more rail, means less transport poverty in rural and urban areas, as well as less of an impact on our environment.

I don’t believe that everyone needs an SUV or has a right to fly across Europe for a stag party. These acts are fuelling climate breakdown.

In the last couple of days we’ve heard about the accelerating collapse of the west Antarctic glacier, which could see sea levels rise by 65 centimetres. This is doomsday stuff, so I would ask the Commission not to succumb to those who portray the environmental discussion as meaning less mobility for people. In fact, it means more, safer and greener mobility for all, and we need to marry environmental and social justice.

VORSITZ: OTHMAR KARAS
Vizepräsident

  Philippe Olivier, au nom du groupe ID. – Monsieur le Président, Madame la Commissaire, en posant la question de la précarité énergétique, vous mettez en discussion un problème réel: l'explosion actuelle du coût de l'énergie – gaz, électricité, carburants – suscite dans mon pays un légitime climat de révolte.

Mais il ne suffit pas d'évoquer des problèmes quand des présupposés idéologiques, au mieux vous interdisent d'y apporter des réponses, au pire contribuent à les aggraver. Force est de constater que les politiques de persécution fiscale des automobilistes ou d'inflation normative pour l'utilisation des énergies fossiles vont être particulièrement préjudiciables à deux catégories de personnes: les plus pauvres, qui ne peuvent pas changer de voiture, et les ruraux, qui ne bénéficient pas d'une offre de transports publics.

Sous couvert d'écologie, votre politique ne contribue qu'à aggraver les inégalités sociales ou territoriales, à renforcer de fait la métropolisation. Nous pensons qu'il faut aller dans un sens inverse qui est la dé-métropolisation, c'est à dire le rééquilibrage entre les zones urbaines et les zones rurales.

Cela passe évidemment par la nécessité de repenser le développement économique, les infrastructures, mais aussi une offre de transports publics et privés qui ne soit plus pénalisante.

  Έλενα Κουντουρά, εξ ονόματος της Ομάδας The Left. – Κύριε Πρόεδρε, οι φιλόδοξες πολιτικές για το κλίμα απαιτούν εξίσου φιλόδοξες πολιτικές στήριξης των μεταφορικών αναγκών των πολιτών.

Οι τιμές των καυσίμων έχουν εκτοξευθεί στην Ελλάδα, η βενζίνη έχει φτάσει τα 1,74 ευρώ το λίτρο, από τις υψηλότερες στην Ευρώπη. Στα υπέροχα ελληνικά νησιά που απολαμβάνετε τις διακοπές σας, τα καύσιμα κοστίζουν ακόμα πιο ακριβά και, σε συνδυασμό με το δυσβάστακτο μεταφορικό κόστος και το υψηλό κόστος διαβίωσης, δημιουργούνται συνθήκες δημογραφικής παρακμής, μεγαλύτερης απομόνωσης και αποκλεισμού. Σταδιακά, τα παλαιότερα μοντέλα αυτοκινήτων αποσύρονται υποχρεωτικά, χωρίς όμως επαρκή πρόβλεψη για την οικονομική δυνατότητα των πιο αδύναμων πολιτών να τα αντικαταστήσουν.

Διεκδικούμε: Αξιόπιστα και ασφαλή μέσα μαζικής μεταφοράς, δωρεάν ή τουλάχιστον με προσιτό κόστος για όλους στις αστικές μετακινήσεις, αξιοποιώντας νέα χρηματοδοτικά εργαλεία. Μείωση του κόστους σιδηροδρομικών εισιτηρίων. Κίνητρα για την απόσυρση ρυπογόνων αυτοκινήτων και αντικατάστασή τους με καθαρά αυτοκίνητα, κυρίως γι’ αυτούς που τα χρησιμοποιούν για βιοποριστικούς λόγους. Και τέλος, γενναία στήριξη των νησιωτών, ώστε να μην παρακμάσουν τα νησιά μας υπό το βάρος του μεταφορικού κόστους. Χρόνια πολλά, καλές γιορτές!

  Jens Gieseke (PPE). – Herr Präsident, sehr geehrte Frau Kommissarin Vălean, liebe Kolleginnen und Kollegen! Worüber reden wir heute eigentlich? Über Transportarmut. Mobilität wird unerschwinglich, für viele Menschen schlicht nicht bezahlbar.

Es gibt in Europa 18 Millionen Berufspendler – über die Hälfte von ihnen nutzt das Auto für den täglichen Weg zur Arbeit. Besonders betroffen sind Menschen in der ländlichen Region, im ländlichen Raum.

Was sind die Ursachen für diese Entwicklung? Der Preis natürlich. Aber die entscheidenden Treiber sind vor allem Steuern und Abgaben. Beispiele für einen Liter Benzin: 65 Cent in Deutschland, 71 Cent in Griechenland und 72 Cent in Italien.

Ja, wir wollen den Wandel. Wir wollen CO2-Neutralität bis 2050. Das wollen wir aber nicht auf dem Rücken der Menschen, die ihr Auto brauchen, um ihr Einkommen zu sichern. Mobilität muss bezahlbar bleiben.

Hier im Parlament sind es vor allem die Grünen und die Sozialisten, die immer neue Steuern und Gebühren und einen möglichst hohen CO2-Preis fordern. Hinterher rufen sie dann nach einem sozialen Ausgleich und Umverteilung.

Ich bin dafür, dass wir dieses Problem endlich an der Wurzel packen. Das heißt: Zurückhaltung bei der dauernden Einführung neuer Abgaben, Steuern und Belastungen; maßvolle, pragmatische Regulierungen, die soziale Auswirkungen berücksichtigen.

Wenn wir das beherzigen, müssen wir nicht im Nachhinein wieder kostspielig über den Umweg sozialer Fonds die von uns geschaffenen Nachteile wieder ausgleichen. Individuelle Mobilität muss für alle bezahlbar bleiben. Vielen Dank und frohe Weihnachten!

  Vera Tax (S&D). – Voorzitter, wat fijn dat de heer Gieseke al weet wat wij gaan doen als sociaaldemocraten. Het is altijd prettig om te weten dat u daar ook heel erg in geïnteresseerd bent.

Mobiliteit is belangrijk voor ons allemaal. Zo kunnen we naar het werk, naar onze familie en naar onze vrienden, naar alles wat belangrijk is in ons leven. Maar veel mensen kunnen niet volledig deelnemen aan de samenleving. Belangrijk is het structurele gebrek aan vervoersmiddelen, maar ook de beperkte toegankelijkheid van het openbaar vervoer voor mindervaliden, oudere mensen. En inderdaad, tel daarbij op de hoge kosten van het vervoer: 13 % van het huishouden gaat er gemiddeld naar de kosten van vervoer. Voor COVID was dat nog meer dan wat we in de EU gemiddeld uitgaven aan eten en drinken.

Dit is dus een probleem waar we goed op moeten letten. Nu we beginnen met de Green Deal, met daarin een grote rol voor het vergroenen van de vervoersector, is het dus belangrijk dat we de mens centraal stellen. Niet de auto, maar de mensen die in die auto rijden. Alle mensen in de EU hebben recht op toegankelijk en betaalbaar vervoer.

  Izaskun Bilbao Barandica (Renew). – Señor presidente, señora comisaria, la libre circulación de personas y mercancías es una de las claves que anima el proyecto europeo.

Es clave para la construcción de la ciudadanía europea, porque propicia la convivencia de la diversidad, y para el mercado único, porque acaba con las barreras que permitían a muchos agentes económicos vivir en sus zonas de confort. Es, además, una herramienta fundamental para la integración.

Por eso, impulsar un sistema integrado, inteligente y accesible de movilidad es también una parte sustancial del modelo social europeo. Animemos, en consecuencia, un debate holístico sobre el papel de la movilidad y el transporte desde la perspectiva de la integración. Asumamos que las redes de transporte público son vitales para que muchas personas dispongan de las oportunidades que favorece la movilidad. Reconozcamos que combatir la pobreza en el transporte debe incorporarse a la agenda pública con la misma energía con que hablamos de la pobreza energética, y trabajemos para que este sea un empeño prioritario de nuestro modelo social.

  Leila Chaibi (The Left). –. Monsieur le Président, Madame la Commissaire, il n’y a pas de meilleur endroit qu’une station-service pour comprendre l’augmentation du prix de l’essence. C’est pourquoi je me suis rendue à la station de Champigny-sur-Marne, en région parisienne. Pourquoi cette station, me direz-vous ? Parce que c’était ce matin-là la moins chère de tout l’Est parisien. Certains des automobilistes que j’ai rencontrés avaient conduit 20 km afin d’économiser entre 3 et 5 euros sur leur plein de gazole. Ils m’ont fait part de leur difficulté à faire le plein et du manque de transports en commun en banlieue. Ils m’ont aussi dit qu’ils rognaient sur d’autres dépenses pour continuer à utiliser la voiture.

Madame la Commissaire, les gens souffrent de l’augmentation des prix du carburant, du gaz et de l’électricité, surtout quand les salaires, eux, n’augmentent pas. Pour faire face à cette situation, l’Europe va se doter d’un instrument, le Fonds social pour le climat. Un fonds qui ne sera utile que s’il permet aux gens de la station de Champigny de se déplacer sans saigner leur porte-monnaie.

  Elżbieta Katarzyna Łukacijewska (PPE). – Panie Przewodniczący! Pani komisarz! Osoby dotknięte ubóstwem transportowym mają ograniczony dostęp do dóbr, usług czy kapitału społecznego, a to z kolei ogranicza ich życiowe szanse. A przecież praca, dom, edukacja, zakupy czy ochrona zdrowia to niezbędne mobilności w naszym życiu.

Ubóstwo transportowe dotyka zazwyczaj osoby starsze, niepełnosprawne, kobiety, dzieci, ludzi biednych czy żyjących na terenach oddalonych, z ograniczoną dostępnością transportu zbiorowego. Dlatego likwidacja wszelkich barier transportowych, a tym samym ubóstwa i wykluczenia, powinna stanowić priorytet polityki społecznej Unii Europejskiej.

Przygotowywane zmiany i propozycje powinny brać pod uwagę pogarszającą się niestety sytuację ekonomiczną znacznej części mieszkańców Unii Europejskiej, wywołaną kolejnymi falami COVID oraz rosnącymi cenami paliw, towarów czy usług, o czym tu moi przedmówcy już mówili.

Powinniśmy także uwzględniać społeczny odbiór proponowanych rozwiązań i procesu transformacji energetycznej, które mogą ograniczać albo już ograniczają zaufanie do tych regulacji, bo ich konsekwencją mogą być dodatkowe obciążenia finansowe gospodarstw domowych.

Musimy też pamiętać, pani komisarz, że nawet najlepsze propozycje, takie jak na przykład samochody niskoemisyjne, są cały czas zbyt drogie dla dużej części społeczeństwa i nawet specjalne zachęty tego nie zmienią. Jeżeli chcemy przejść na gospodarkę niskoemisyjną, osiągnąć neutralność klimatyczną, to musimy pamiętać, że nie może się to odbywać tylko i wyłącznie kosztem mieszkańców Unii Europejskiej.

  Josianne Cutajar (S&D). – Sur President, il-faqar fit-trasport hu realtà fl-Unjoni Ewropea. Jeżisti fiż-żoni urbani, fl-irħula tagħna, ir-reġjuni kostali u l-gżejjer. Il-problema għandha impatt fuq familji bi dħul baxx madwar l-Ewropa, u wkoll fuq persuni b’diżabilità li m’għandhomx biżżejjed aċċess. Għal din ir-raġuni rridu nfasslu pjanijiet ta’ mobbiltà u investimenti b’mod maħsub u speċifiku, anki għal reġjuni differenti. Irridu nkunu realistiċi, irridu nassiguraw li l-foqra u l-vulnerabbli ma jkunux dawk li jħallsu l-ogħla prezz fit-tranżizzjoni ambjentali. X’jiġri meta l-karozzi l-qodma jitwaqqfu? Il-prezzijiet jiżdiedu. Din hija r-raġuni għaliex aħna rridu naraw li nfasslu mekkaniżmi ta’ kumpens u niżguraw li politiki ta’ tranżizzjoni ġusta jakkumpanjaw il-patt ekoloġiku. Iżda mhux biss. L-użu aħjar tad-data, it-trasport pubbliku b’xejn, kif qed jiġi implimentat f’pajjiżi, Malta, u l-promozzjonijiet ta’ soluzzjonijiet alternattivi bħall-car pooling iridu jsiru realtà. Ejjew inħaddnu l-valuri tagħna ta’ inklużività u moviment ħieles billi nindirizzaw il-faqar fit-trasport bil-fatti.

  Cláudia Monteiro de Aguiar (PPE). – Senhora Presidente, Senhora Comissária, a subida do preço dos combustíveis tem sido uma constante ao longo deste último ano. Poderíamos elencar inúmeros fatores, internos e externos, que originaram esta subida galopante, mas julgo que o mais importante é garantir que todos os cidadãos europeus, independentemente de onde vivam, da existência ou não da oferta de serviços públicos, não sejam privados da utilização de carro, de avião ou de comboio por não conseguirem comportar os custos associados aos combustíveis ou a novas taxas.

A solução para países como Portugal não é o comboio em detrimento do avião ou vice—versa. A solução passa por criar uma mobilidade sustentável de todos os modos de transporte, de acordo com as características de cada território.

A transição energética e a aposta na mobilidade sustentável vão penalizar os veículos mais poluentes para desincentivar a sua utilização. Precisamos, pois, de garantir aos cidadãos europeus que terão medidas de apoio, evitando a exclusão social de quem vive em regiões de baixa densidade populacional, regiões insulares e também nas regiões ultraperiféricas.

Há muito que apelamos à Comissão a aprovação de um POSEI em transporte e energia, fulcral para regiões do meu país como a Madeira e os Açores, apoiando os sobrecustos dos transportes para pessoas e mercadorias e servindo igualmente para os territórios do interior de Portugal privados de outro meio de transporte que não o rodoviário.

O custo desta transição irá recair sobretudo nos cidadãos, na classe média. É, por isso, urgente que trabalhemos juntos para garantir a implementação de medidas temporárias, de apoio e delegações, para que não se atinjam níveis de pobreza em matéria de transportes.

  Milan Brglez (S&D). – Predsedujoči, hvala za besedo. Spoštovana komisarka, spoštovane kolegice in kolegi. Dejstvo je, da je gospodarski napredek, pa tudi socialni napredek, ključno povezan z razvojem prevozne infrastrukture in povezljivosti in da revščina na področju prevoza ogroža uresničevanje človekovih pravic, saj nedostopnost blaga, javnih storitev in socialnega kapitala pomeni družbeno izključenost predvsem za starejše osebe, osebe z gibalno oviranostjo ter prebivalce na podeželju.

Zato potrebujemo vključujoče politike predvsem javnega prevoza, ki bodo dostopnost fizično in cenovno zagotovili, in prav tako tudi časovno učinkovitost. Na področju okoljskega napredka pa potrebujemo okoljsko vzdržen in trajnosten transportni sistem, kar bo pravzaprav lažje na področju letalstva kot v primeru določanja cen za izpuste motornih vozil.

Zaradi vsega tega je potrebno, da evropska politika zagotovi učinkovite varnostne mreže, ki bodo preprečile, da bi socialna dobrobit ljudi postala kolateralna škoda skupnih okoljskih ambicij, predvsem pa gospodarskih interesov.

  Massimiliano Salini (PPE). – Signor Presidente, signora Commissaria, onorevoli colleghi, la transizione sulla quale stiamo lavorando da tempo può essere ingiusta, cioè può generare costi sociali superiori al valore che produce. Noi dobbiamo evitare che si verifichi questa contraddizione.

Come è possibile evitarlo? Abbiamo scoperto che esistono tentativi da parte della Commissione, apprezzabili, ad esempio quello dell'istituzione di un fondo sociale per il clima per compensare i costi aumentati, ma il rischio di quello strumento, come qualcuno ha detto prima di me, è quello di essere piuttosto contraddittorio. Perché? Perché le risorse che lo alimentano sono determinate da strumenti che molto spesso sono gli stessi strumenti che hanno determinato l'aumento dei costi. Una certa modalità di riconcepire l'ETS, ad esempio, questione molto tecnica ma non priva di significato.

Allora, il mix energetico del quale spesso parliamo, il mix tecnologico del quale spesso parliamo è l'unica soluzione, affinché l'impatto sociale di questa ambiziosa transizione non diventi tale da trasformare il Green Deal, di cui stiamo parlando, in un esperimento sulla pelle delle famiglie, sulla pelle dei soggetti più deboli della società.

Il mix tecnologico, la neutralità tecnologica è la soluzione perché il costo della transizione sia sostenibile, come le nostre ambizioni ambientali.

  Андрей Новаков (PPE). – Г-н Председател, ако направим цената на бензина две евро, няма да спасим околната среда. Ако обложим с въглероден данък самолетните билети, няма да качим качеството на въздуха, а ще свалим хората от самолетите.

Много е лесно да се говори за енергията на слънцето, за енергията на вятъра, ама през лятото. Сега през зимата всички се греем на въглища и газ, включително тази зала в момента.

Въобще виждам зараждането на един нов тип политици – наричам ги вертолети, защото витаят в облаците, от време на време кацат на Земята, за да вдигнат малко шум и прах в очите на хората, и след това отлитат отново.

Те трябва да знаят, че ще срещнат разумния отпор на всички нас, които все още ходим по земята и си говорим с хората.

Аз вярвам в пазара. И когато електроавтомобилите станат достатъчно добри, и по-добри от обикновените автомобили, хората ще започнат сами да ги купуват и без да ги задължаваме с гласуване в тази зала.

Когато благодарение на технологията можем да ползваме енергията от слънцето и вятъра почти безплатно, уверявам ви, никой няма да слезе да копае под земята каквото и да било.

Това е. Всичко друго са илюзии. И високи сметки. Често в комбинация.

  Stanislav Polčák (PPE). – Pane předsedající, vážený pane komisaři, mobilita je nezbytná pro každodenní život evropských občanů, samozřejmě pro zaměstnance, dodavatele služeb, pro běžné občany. V roce 2016 průměrný občan v Evropě ujel 36 km za den, což je poměrně významná vzdálenost. Stále více se však ukazuje, že dnešní dopravní systém není udržitelný. Z různých důvodů: emise, dopad na životní prostředí, samozřejmě na zdraví lidí. Alarmující je, že více než 80 % této dopravy probíhá autem, což samozřejmě implikuje zásadní sociální a ekonomické dopady.

Chtěl bych v této souvislosti zmínit několik dimenzí dopravní chudoby. Zaprvé, lidé nemají dostatek prostředků na použití této dopravy. Státy či regiony nedostatečně investují do alternativních způsobů dopravy, které jsou cenově dostupnější a samozřejmě také ekologičtější. A reálně nedochází k dobré dostupnosti těch cílových destinací pro nákupy, pro lékařskou péči, samozřejmě pro práci. Co potřebujeme? Samozřejmě shromažďovat údaje o tom, kde a v jakém rozsahu problém existuje. Chci zdůraznit například, že doprava ve městech je asi šestkrát dostupnější než na venkově. Tuto diskriminaci si nemůžeme dovolit nadále tolerovat. A samozřejmě je zde prostor pro Evropskou komisi. Ta by v tomto smyslu mohla napomoci usnadnit přenos dobrých politických řešení mezi členskými státy, regiony a místními orgány.

Merry Christmas for everyone from Prague.

  Adina-Ioana Vălean, Member of the Commission. – Mr President, it is, as usual, a pleasure to listen to colleagues here in the House and you are all very much up with the times with your debates, and I can see what is worrying you. It is worrying what is going on right now in Europe with energy prices but we have to be aware and differentiate a bit between what is actually transport policy and what is the global market and other global effects on the issue.

What is interesting, and was raised by you, is to discuss the cumulative effects of various measures in the Fit for 55 package, which are beyond transport policies directly. The truth is that the Commission’s modelling estimates the cumulative effects of the different policy proposals over time. This is true not only for cost but also for benefits, such as important air quality or reduced fossil fuel import bills. Importantly, as the modelling has shown, the proposed measures interact and stress on each other. So the right mix of policies lessens the possible negative impacts and enables greater ambition.

Road transport provides an example of this dynamic at work. Improving CO2 standards for cars and vans will ensure the supply of low emission vehicles. A mix of taxation and carbon pricing provides incentives for the purchase of low emission vehicles, ensuring demand. And finally, providing support for installing charging infrastructure will ensure that the transition is feasible. So this would be the plan that explains the package. Let’s hope that the market also will kick in somewhere in all this story, and then we will have a more natural and solid transition.

What are we doing in transport to address the complexity of the issues brought about by the transition? This is highlighted in the smart and sustainable mobility strategy. You discussed it and you looked at the basket of measures I was proposing and you said it was OK, because it is for the transition, it is for each mode, it is for multimodality. We are adding brick by brick to this construction of the sustainable future of transport, the last one being yesterday with the TEN-T Regulation. So I trust that if we are discussing and approaching it from all angles, looking at the threats but also the benefits, looking at the costs but also at where we can reduce the costs in other parts, it might in the end come to a positive result.

The emissions trading system (ETS) was discussed in particular. It’s true that the ETS is proposed for roads and buildings and this is something new. And of course, we don’t want to create an effect which would lead to poverty in transport for people because of the increase in prices. The measure envisaged by the Commission was the creation of the social climate fund, which will channel around 25% of auction revenues from the new ETS to counter energy and transport poverty. The fund will support measures and investments intended to grant improved access to zero- and low-emission mobility and transport. Member States are also able to give temporary direct support to vulnerable households to absorb the ETS immediate price impact – indeed, from their budgets, in answer to Mr Marinescu, where else from?

The Commission, also proposes that the Member States dedicate all revenues from the existing and the new ETS to these climate-related purposes. And I know very well that in this House, each time we agree on taxes or put a price on the externalities, we ask that the money collected will go towards innovation and green policies so that the cost of these externalities will be reduced over time.

Apart from the social climate fund, all the others, as I said in my initial speech – the Social Fund, the Just Transition Fund, the Cohesion Fund – are all envisaged to support this transition and the eventual impact of the ETS on buildings and roads.

But the ball is in your court and I’m looking forward to your debate in the European Parliament on this topic. We are here as a Commission to support this debate and look forward to a good outcome from it.

In transport policy, in particular, if you look at all the measures, a basket of measures we are proposing in our strategy, you will see that it all makes sense for a solid transition towards more sustainable and smart transport.

  Der Präsident. – Die Aussprache ist geschlossen.

Schriftliche Erklärungen (Artikel 171)

  Laura Ferrara (NI), per iscritto. – Povertà e disuguaglianza nell'ambito dei trasporti, sollevano una questione centrale nella pianificazione della transizione verde, la quale deve essere equa ed inclusiva per tutti. Le complesse sfide ambientali si intrecciano inevitabilmente con quelle di natura sociale nel contesto delle problematiche legate alla disponibilità ed accessibilità dei trasporti, riduzione delle emissioni e dipendenza dai combustibili fossili. L'aumento dei costi dei trasporti così come la scarsità o inesistenza dei servizi pubblici per favorire la mobilità, incide notevolmente nella vita quotidiana dei cittadini che ne dipendono maggiormente, potendo rappresentare un ostacolo per l'accesso a cure mediche, istruzione e occupazione. L'esigenza di agevolare mobilità e migliorare collegamenti è avvertita soprattutto nelle aree rurali, periferiche ed insulari. Occorreranno notevoli risorse per affrontare l'impatto sociale del Green Deal sulle famiglie a basso reddito, sulle microimprese e sugli utenti dei trasporti. Inoltre, atteso che la rete TEN-T dovrebbe garantire la coesione economica, sociale e territoriale, nonchè accessibilità e connettività di tutte le aree dell'UE, comprese quelle più remote, stimolando in tal modo il loro sviluppo e la riduzione delle disuguaglianze, è necessario che venga aggiornata adeguatamente la metodologia usata per conseguire tali obiettivi.