Committee on Transport and Tourism Ordinary meeting Exchange of views with the IMO and EC
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TRAN European Parliament
Follow its sittingsArsenio Dominguez
And this is one of those areas that not only IMO with its membership is looking for how we can contribute, particularly when it comes to the implementation of the safety of navigations around the framework, but also for the parties that are engaged in these negotiations. Now, because the situation right now continues to be volatile, I keep my message and reiterate my message to industry operators, ship owners, ship operators and flag state to request their vessels not to transit the Strait of Hormuz. At present, too many casualties have been experienced, too many ships have been recently attacked and there's no security and it's not safe to transit the Strait of Hormuz. Lives of seafarers should not be put at risk. And of course there's an increased situation when it comes to the safety, the environmental protection and the future of the Strait of Hormuz.
So it is important to restrain and be cautious at this time. Freedom of navigation is another topic that I will be highlighting, particularly the respect in accordance to international law. Shipping has demonstrated for decades that it's resilient.
Not more so than in the last few years when we've been dealing with several conflicts and the geopolitics continue to use this important trade route in order to affect the outcomes of those conflicts. And of course we noticed during the times of the Red Sea crisis how we can divert, we can find new routes for operation, we can assist the seafarers, provide operational guidance. However, when it comes to the type of actions that are taking place against ships right now inside the Strait of Hormuz, it's very difficult for us not to take a very cautious approach because seafarers are not trained for combat and ships are not prepared to defend against attacks such as those coming from drones and missiles. And this is where it's important that a global stand is taken in order to protect shipping because the negative effects, apart from the innocent seafarers, then it's also on the economy around the world, food security.
And for as resilient as we are, if we take the Strait of Hormuz, we are not able to supply the 20% of crude oil that comes from this region, similarly 19% of liquefied natural gas, as well as 13% of chemicals and fertilizers required for food security. That is something that the organization is asking beyond the maritime sector to recognize and to support us in finding solutions. Now when it comes to the seafarers, we still have around 6,000 seafarers that have been trapped there since the beginning of the conflict. During the implementation of the evacuation plan, and this was a measure adopted in March by the extraordinary session of the IMO Council, between the 23rd and the 26th of June, we managed to actually evacuate nearly 3,000 seafarers in over 130 vessels.
Some further transits took place after we paused the evacuation framework, but as I said, once a vessel was attacked and there were no guarantees that the vessels were not going to be targeted, I couldn't put the life of seafarers at risk and it's the reason why as of now, the evacuation framework remains paused. At the same time, the still support that it's needs to be provided to the seafarers and the ships in the region, particularly when it comes to supplies from food, water, as well as the necessary fuel for the vessels to continue to be seaworthy and medical support whenever is required. Right now, the littoral states have been very good and I want to appreciate that, the support that they provide, also the companies, shipowners and ship operators and the countries of the nationalities of the seafarers. And when possible, the next step would also be to provide crew changes. Now, a parenthesis here.
There are cases of crew changes that can take place. At the same time, seafarers should not be forced to go and operate in a conflict region. So that's why no seafarer should be criticized for not accepting any contracts and they should not be a mark in their CV for the future. But at the same time, any opportunities for the repatriation or crew changes for seafarers that have been trapped in the region for a long period of time, it would also be welcome.
That's one of the areas that we're also discussing, particularly with the relevant parties. Something that I've been looking at is the conversations with the seafarers. And one of the key messages that they have for us is that they feel forgotten and sometimes even abandoned. The reality is that when they turn off the news, most of the focus is on the negative impact that this conflict is having in the economy, rather than on the seafarers themselves. And of course, people don't know the hardship that they're going through, the stress and the difficulties.
They are supporting each other, they are rationing their supplies, and sometimes even sharing them from ship to ship. Those are the messages that I'm getting and I would really appreciate your support, not only in highlighting the importance of the seafarers, but also the fact that we need to put them first. When it comes to the evacuation plan of IMO, as I mentioned, we have paused right now.
We're still in conversations with the relevant parties, and once the situation de-escalates and there's confirmation that with either route that will be used, and these are temporary routes, northern route or southern route in the Strait of Hormuz, we will be able to then move again forward with the ships transiting eastbound in the Strait of Hormuz. When it comes to the traffic separation scheme that was adopted by IMO back in 1968, the confirmation or the information that we have right now is that there's still hazards, particularly mines, in that traffic separation scheme, reason why we work with the parties that have established temporary routes, Oman and Iran, in order to use them. And also, I have spoken to the countries, and once we have de-escalated and the conflict has come to an end, all those parties have the right, in accordance to the IMO procedures, to make submissions to the Maritime Safety Committee for us to evaluate if additional routes would be appropriate and relevant to put in place in order to assist the navigation around the Strait of Hormuz. This goes in line as well with the comments that have been made in relation to fees or tolls around the Strait of Hormuz. The reality is that the message is very clear.
The IMO Council last week adopted a resolution that upholds the principle of freedom of navigation and the fact that there's no international law applicable to the introduction of tolls on straits that are used for international transit or international navigation. And this is a message that I will not stop reiterating.
That is in accordance to UNCLOS, is in accordance to the rules that we follow here at IMO. There are mechanisms that we can look into to assist the management of the Strait of Hormuz by the relevant parties and this is related to protection of the marine environment, aids of navigation or enhanced safety and security including the training. We have mechanisms around the world such as the one the cooperation mechanisms in the Strait of Malacca and Singapore. This is a voluntary measures, it is supported not only by the countries in the region but the users of the straits and it's something that we can look at a later stage in order to find ways to bring back that coordination in the operations in the Strait of Hormuz, maintaining the jurisdictions that that belongs to the countries but also the fact that it will be in accordance to international law.
And then just to conclude, I would like to highlight in particularly how the Strait of Hormuz is a vital shipping route. How it is important that we work step by step in de-escalating the current situations, in working with the parties, those particularly involved in the conflict, in order to focus on how we can not only reopen the Strait of Hormuz in a safe manner, but also allow the evacuation trade followed by the important trade that needs to flow from there and into the rest of the world. At IMO, we are ready to continue that engagement. I appreciate the support from the European Union and the countries that are also part of other mechanisms or other gatherings, such as the coalition of the willing led by the United Kingdom and France with several other countries and the European Union, in order to assist the countries, included with assets that can provide sufficient support for us not only to bring back the safety requirements that we need to transit the Strait, but also that cooperation that it will be necessary in order to bring back not only the trust, but also the full trade in that region. Thank you once again for this opportunity.
I will leave it here, but of course I will be happy to take any of your questions later on and, as we have done in the past, maintain this very good collaboration and dialogue between your committee and IMO.
Elissavet Vozemberg-Vrionidi
We thank you very much, Mr. Dominguez. And now, Mrs. Ioannidou, you have the floor for five minutes, please.
Fotini Ioannidou
Chair, honorable members, thank you very much for the invitation to exchange views on the situation in the strait, and more specifically on the situation of seafarers there. Let me start by expressing our strong commitment to multilateralism, and also our deep appreciation to the work of Secretary-General Dominguez for his relentless efforts to protect seafarers and place their safety at the heart of this international crisis. And as Secretary-General said, we need to remember behind every vessel waiting in the Gulf, there are people.
And still today, over 6,000 seafarers remain stranded at sea under conditions of uncertainty, separated from their families and continuing to provide an essential service to all of us in exceptional circumstances. They are civilian workers, they are not parties to geopolitical conflicts and their safety remains clearly our first priority. As Secretary General said, the security situation in the around the strait remains highly volatile. Maritime traffic is severely disrupted and there is currently no stable security environment which allows a safe return to normal transit. What our maritime surveillance, our European maritime surveillance systems tell us is that we have today around 350 vessels of EU interest in the Persian Gulf.
And among them, we have 100 vessels that are flagged with the flags of EU Member States.
This gives an indication of the scale of the challenge and Europe's direct interest in restoring maritime security. From the very beginning of the crisis, the European Union has worked through all available diplomatic, consular and maritime channels to support member states and facilitate the safe movement of people whenever security conditions allowed it. It is clear as well, as Secretary General highlighted, any evacuation operation must be conducted safely and in close coordination with the coastal states. This is precisely why IMO, as the competent UN specialized agency, is the appropriate organization to lead this work. In the short period where the evacuation corridor has been organized by IMO, like between 24 and 26 of June, we have worked together, EU and IMO, and also with member states, and there has been, I note down, 3,000 seafarers evacuated.
But it is clear as well then we had some attacks and this operation stopped.
And it is clear that we don't need an uncoordinated evacuation because then it's exactly what is going to happen is that we are going to exacerbate risks to the people and the ships. And clearly the situation today is not one that allows transits in the strait and there we support the call of the Secretary-General. I'm taking also the opportunity to reiterate our support to the safe and free reopening of the strait, opposing any permanent tolls, fees or other contributions which would condition passage. This is a very important element for us, but also for IMO. The issue was discussed at the IMO Council last week and both EU and IMO Member States reaffirmed the importance of preserving freedom of navigation and also protecting seafarers.
So our commitment to safe and free passage is here and very strong and it has been reiterated through the recent Council conclusions, EU Council conclusions.
So, I'll stop here. I would just like to say that the Commission will continue to work with Member States, with the IMO and all our international partners to support every effort to improve the safety of seafarers and to contribute to restore secure and predictable navigation in one of the world's most strategic regions. Thank you.
Elissavet Vozemberg-Vrionidi
Thank you very much, Mrs. Ioannidou. And now we start our debate. I give the floor to Johan Danielsson for two minutes, please.
Johan Danielsson
Thank you, Chair. I think this is by all means a crucial discussion after the recent events and also the serious effect that it has had on seafarers. I would also like to start by thanking IMO and the Commission for participating in this discussion. Also quite happy to hear the clear statements that we need to put seafarers first, that the safety and security is the priority of both the Commission and the IMO and that we in no way should put the life of seafarers at risk. I think this is the obvious starting point but still important to state.
I have one question to to IMO. Also happy to hear that the the that the position of the IMO is that you should not at the moment risk to passage in the Strait of Hormuz, but do you do the IMO believe that it's also might be the time to to establish a more formal international mechanism that is capable of declaring that merchant vessels should no longer enter or transit a conflict area once there is a risk to civilian seafarers that is at as it is at the moment unacceptable, and also of ensuring then the evacuation and repatriation of crews already present in the area. So is there is there a need perhaps now to to consider putting a more formal mechanism in place? Thank you.
Willemien Koning
Thank you, IMO and Commission, thank you for the work that has been done. Hundreds of ships carrying around thousands of seafarers have been stranded in the Persian Gulf since the start of the conflict in the Middle East. These attacks have put innocent seafarers in serious danger. No one should have the risk to risk their life simply for doing their job. Could the IMO and the Commission further clarify what concrete measures are being taken or are planned to protect the safety and security of these seafarers and their vessels in the Persian Gulf for a longer period?
What if it will last for a very long time? And can the continued supply of food, medicines and other essential goods to these stranded ships be guaranteed for a longer period of time? If so, how is this being coordinated and monitored? The safety of seafarers must come first. At the same time, safe shipping is essential to keep our imports and exports moving and to protect our supply chains.
What are the solutions if this will last for many more months?
Jeannette Baljeu
Thank you so much and thank you to the IMO and the Commission on their explanation on where they're standing. I think it's very important that we look after the seafarers. We're talking about people and as mentioned, sometimes it's forgotten in the complexity of the conflict.
It's important that we look after them and keep them safe. So my question would also be, we heard about rationing the food and maybe there is, what would be the solutions to bring more supply to the ships and the seafarers, if that's necessary already, or are we aware that there is enough food on the ships? And is there maybe in another way the importance of course of free movement of ships, although it's now very difficult to discuss that, but what would be other measures that could be taken? Thank you so much.
Elissavet Vozemberg-Vrionidi
Thank you very much. Mrs. Paulus, you want the floor for the Greens?
Jutta Paulus
Yes. Sorry for being late. I got held up in another call. And maybe it has been addressed already, but I would like to know right now, currently we're talking about the Strait of Hormuz, but unfortunately this is not the only bottleneck in global shipping that could be blocked by some actor or other.
So I would be also interested in what strategies does the Commission maybe in connection with the Member States of course follow in order to potentially avoid such scenarios because right now we have a really bad situation for the for the people involved but we should really also think of how to prevent it. Thank you.
Merja Kyllönen
Thank you Madam Chair, Commission and our my colleagues. It's a pleasure that we organize this hearing and of course our dear guests from IMO and Commission. When we discuss about maritime security we often focus on shipping lines, trade flows and energy security. However behind every vessel are the people who make these supply chains possible, the seafarers. Today I want to bring their situation to the center to our discussion and thousands of seafarers continue to operate in high risk areas including the Strait of Hormuz.
Among them are the crews serving for example on LNG carriers whose work is crucial for Europe's energy security and economic resilience. These men and women are facing extraordinary circumstances. Many have already spent months and in some cases well over six months at sea unable to return home or see their families. Long periods away from loved ones are already one of the greatest challenges of maritime career.
Now they must also work under the constant threat of military escalation, attacks, and growing regional instability. No one should have to choose between earning a living and fearing for their life. Europe depends on these seafarers every single day. They ensure that our homes are heated, our industries continue to operate, and our economies remain connected. Yet, too often, their well-being receives far less attention than the cargo they transport.
I want to ask from Commission, how is the Commission engaging with the shipping industry to ensure that crews are not left for extended periods in dangerous waters without adequate support or relief? And does the Commission consider existing international mechanism sufficient to protect the welfare, mental health, and rights of seafarers working in conflict-affected maritime areas, or do you see the need for additional EU initiatives? And finally, I would like to stress one point. Seafarers are not simply part of the logistic chain. They are fathers, mothers, sons, and daughters.
They are professionals who continue to carry out their duties under immense pressure so that Europe can maintain its energy security and global trade. They deserve not only our gratitude, but also our concrete commitment to their safety, well-being and dignity. Thank you.
Elissavet Vozemberg-Vrionidi
Thank you very much, Mrs. Kyllönen. And now I'll give the floor to our special guests for their conclusion remarks or reply. Mr. Dominguez, are you online?
Arsenio Dominguez
Yes, yes, I have the floor. Thank you, Madam Chair. And I took notes of the questions and some of them have a similar or a common, a common theme. Let me start with the first one about whether this is the appropriate time for IMO to develop a framework or a more formal mechanism for vessels entering an area of conflict.
One of the reasons why this is not a topic for conversation at present at IMO, apart from focusing on how we can solve or assist solving the problem and focusing on the seafarers, is the upholding the freedom of navigation principle. And this is required in order to keep that separation between merchant ships and anything relating to conflicts. The other reason would be also experience, and it could be detrimental, particularly for countries in those conflict areas or those that are not directly in the conflict area but indirectly nearby, where they could be then penalized if there is an introduction of something more specific that stops vessels automatically from sailing. We saw this during the situation of piracy and armed robbery off the coast of Somalia back in 2010, and when high-risk areas were defined, the difficulties that it created in several aspects, from wellbeing to social aspects of contracts, insurance, etc. So what we are working on is the learning and the experience from this, how we can advise better through existing mechanisms such as the International Safety Management Code, the role that the companies can take into account for this, guidance that the organization has developed for vessels to avoid these areas, and our relationship with the partners.
It may be that in the future it's something that we could discuss a little bit further, but right now it's not the focus of attention in that respect.
We will need a further analysis. When it comes to support of the seafarers, the coordination has been mostly between us with the social partners, the International Transport Workers' Federation, that they have direct contact with the companies, with the seafarers, as well as the representatives from the industry, the different associations. And we meet on a regular basis with them in order to maintain records and information of the most affected vessels, what additional assistance could be provided. But of course, there's still limitations in relation to supplies because with the challenges on trade in the region and even from the countries, prices are going up for them. They have their own national situations and for the longer that this conflict goes on, the more difficult that it's going to be for seafarers to also receive the necessary support.
This is where another concern that is relevant is the possible increase of cases of abandonment of those vessels that for five or more months will be there, and of course some shipowners will start having financial difficulties. Here again, further work we're carrying out, particularly with the International Transport Workers' Federation. It's not possible for me to exactly give you an answer on for how longer this will go, or how longer the vessels can actually go on, because it's all relevant to how much we can actually continue to provide that support. But let me reiterate that all the social partners, shipowners and ship operators, and in particularly the countries in the region, have maintained that support. When it comes to solutions to bring supplies to the vessels, again this is all connected, and in any, now that air transportation has also become more established, or at least re-established, reinstated in the region, that allows for additional provisions and support.
But we're still linked to finding a solution for the parties to continue to work on multilateralism in order to actually bring back a positive outcome or positive answers to the questions that we have on the table. I would not want to be subjective, but we're really facing a challenge as if this goes on for a lot longer, it would be even more difficult for us to provide support to the seafarers.
Fotini Ioannidou
Yes, thank you. What I'd like to say first from the outset is that, well, when the crisis started, we have been in regular contact with all shipping associations and everybody involved, including on the employee side, to understand what is the situation. And so this engagement lasted quite some time and, I mean, all sides, they know at any point they can call on us where we can support one or the other thing in this crisis. When it comes to food supplies, according to our information, this is being organized through the coastal states and in terms of, I mean, changes, crew changes, these are happening.
So we have no evidence, and this question of food supplies has been also supported through our colleagues in DG ECHO that keep an eye on this, that supplies do work. In terms of the farewell of seafarers, it is clear that the most, the best answer we can give to them is to support their safe evacuation. And that is why we are working with the IMO in order to support IMO to make it happen, but of course it doesn't work only on IMO, but on a much broader international circumstances. Staying with the seafarers, I would like to say that for us seafarers are key workers, we have repeated as Commission, we have said it again and again. It's not, they are not a worker like anybody else, and it is true that they are working under extremely difficult circumstances.
Now, referring back to our dialogue with everybody involved, shipping and also the unions, we don't have any evidence that things are not respected when it comes to length of contracts. The unions do know that at any point they see a problem, they can report to us. But we have no evidence today that there has been problems in terms of respecting contracts. At least we don't know this. So, but when it comes to mental health, it is true that these are particular difficult circumstances.
We as Commission put the question of mental health in the center of our work when it comes to legislation, to international standards, etc. So be assured, but here we are speaking of a very specific situation, which is a war situation. What I'd like also to say in respect, okay, we don't have visibility on how long this conflict, none of us, will last. And it is clear that as Commission we need to foresee on all scenarios. We have already issued a communication that is linked to the questions of energy, to questions of jet fuel price, etc.
It is a situation that we need to follow very closely and adjust. But it is clear as well that as Europe, we have reacted quite well through different, different set of measures, diversification, etc. But what it is also very clear is that we need to make sure that we are going through with the biggest possible strength in our efforts to decarbonize our economy. The crisis demonstrated that for Europe, greening of its economy is an imperative and we took also the lessons when it comes to transport fuels, for example, aviation and maritime. But looking at the question of what strategy, because I heard your intervention, Mrs. Paulus, and indeed you are perfectly right that this is not the only place which is a strategic choke point.
In order to not create a bad precedent the first and foremost thing is that we get out from this crisis without having to pay the toll of tolls. So it is super important that we get out of this crisis without surrendering to the fact that in such situations I mean we accept payments and we we do not stay true to the principles of international law. That is one strategy. There are strategies as well in terms of how we should think about better diversifying how we connect at international level but I would say if there is one single aspect we need to be careful this is the one. Thank you.
Elissavet Vozemberg-Vrionidi
Thank you very much Mrs. Ioannidou. Thank you both Mr. Dominguez Mrs. Ioannidou for the very interesting discussion we had you had with us and for taking time to be with us to join us. Thank you very much. Now we move on to the next agenda point for today which is the reporting back to committee on the interinstitutional negotiations on the enforcement of passenger rights in the Union.
The third and conclusive trilogue took place on 25 June. I will give the floor directly to our rapporteur, Matteo Ricci, our vice-president, who will tell us more about it. Mr. Ricci, you have the floor for five minutes, sir. Thank you.
Matteo Ricci
Thank you, President. I will speak Italian. Buongiorno a tutti. Lo scorso 24 giugno abbiamo raggiunto un accordo con la presidenza cipriota sul nuovo regolamento relativo all'applicazione dei diritti dei passeggeri. L'obiettivo dell'intesa è quello di completare il quadro normativo già previsto dai regolamenti settoriali, come ad esempio quello sui diritti dei passeggeri nel trasporto aereo, Air Passenger Rights, altro dossier combattuto, ma, diciamo, che abbiamo portato a casa, colmando le lacune nell'applicazione delle norme esistenti, garantendo che i viaggiatori siano maggiormente consapevoli dei propri diritti, soprattutto in caso di interruzione del viaggio.
L'accordo si applica a tutti i principali modi di trasporto: aereo, ferroviario, marittimo, per vie navigabili interne e su autobus, e punta a rendere più semplice ed efficace l'esercizio dei diritti dei passeggeri prima, durante e dopo il viaggio. In particolare, rafforza gli obblighi di informazione, facilita l'accesso ai rimborsi e alle compensazioni e introduce procedure di reclamo più rapide ed efficienti. Per quanto riguarda il trasporto aereo, una delle principali novità riguarda il ruolo degli intermediari, quali agenzie di viaggio e piattaforme online. In caso di cancellazione del volo, ritardo prolungato o negato imbarco, gli intermediari saranno tenuti a rimborsare il prezzo integrale del biglietto entro 14 giorni. Dovranno inoltre informare chiaramente i passeggeri già al momento della prenotazione di eventuali commissioni di intermediazione, amministrative o di cancellazione, nonché delle modalità di rimborso.
Come regola generale, gli intermediari saranno tenuti a rimborsare integralmente anche le commissioni di intermediazione pagate dal passeggero. È prevista un'unica eccezione per le microimprese, come ad esempio le agenzie di viaggio tradizionali, che potranno essere esentate da tale obbligo.
Un ulteriore elemento di semplificazione è rappresentato dall'introduzione di un modulo unico europeo per la richiesta di rimborso o compensazione, che sarà disponibile per i passeggeri del trasporto aereo, marittimo e su autobus. La Commissione europea lo metterà a disposizione in tutte le lingue ufficiali dell'Unione, fermo restando che i vettori potranno continuare a utilizzare i propri strumenti digitali o cartacei per la presentazione delle richieste. L'accordo introduce inoltre importanti miglioramenti per i passeggeri con disabilità o a mobilità ridotta. In particolare, quando la presenza di una persona accompagnatrice è necessaria, questa potrà viaggiare gratuitamente anche nel trasporto aereo, allineando così il settore dell'aviazione alle regole già previste per il trasporto ferroviario, marittimo e su autobus. Vengono inoltre rafforzati i poteri delle autorità nazionali responsabili dell'applicazione della normativa.
Tali organismi potranno avviare controlli, ispezioni e indagini anche in assenza di un reclamo da parte dei passeggeri, con l'obiettivo di prevenire e contrastare in modo più efficace eventuali violazioni. Infine, il regolamento introduce un quadro comune per la gestione dei reclami individuali.
Gli Stati membri dovranno garantire ai passeggeri un meccanismo efficace di ricorso, che potrà essere organizzato attraverso i National Enforcement Bodies, altri organismi competenti o sistemi alternativi di risoluzione delle controversie. In conclusione, questo accordo, insieme a quello raggiunto in conciliazione sul regolamento Air Passenger Rights, rappresenta un passo importante verso un sistema europeo di tutela dei passeggeri più uniforme, trasparente ed efficace. Si tratta di un risultato che rafforza l'effettività dei diritti già riconosciuti ai passeggeri e migliora gli strumenti a loro disposizione per farli valere nel caso di disservizi.
Elissavet Vozemberg-Vrionidi
Thank you very much, Mr. Ricci. As one of the shadow rapporteurs, Mr. Saïdi, you're here. You want the floor, sir?
Arash Saeidi
Merci, Madame la Présidente. Je vais faire vite, on a déjà beaucoup parlé de ces textes, je dis bien ces textes puisque je n'arrive pas à séparer le texte sur les droits des passagers aériens de ce texte sur l'enforcement puisque c'est Monsieur Ricci d'ailleurs que je remercie pour son travail l'a dit, c'est bien de créer des droits, c'est mieux qu'ils puissent s'appliquer.
Et je ne reviendrai pas sur la liste qu'il a très bien faite. L'état d'esprit qui nous a animé sur ces textes, c'est que les droits concrets ne soient pas un simple affichage ou des droits fictifs, mais que nous nous donnions les moyens et que nous donnions les moyens aux citoyens européens de pouvoir réclamer leur dû, de pouvoir faire valoir leurs droits sans que ça devienne un parcours du combattant, sans qu'ils aient besoin d'avoir recours à des juristes coûteux. Et je reviendrai, alors c'est sur l'autre texte mais c'est lié à celui-là, quand le texte que nous édictons oblige les citoyens européens à avoir recours à des juristes, à des agences et à payer des commissions, c'est que nous avons failli. Et c'est pour ça que j'en parle sur ce texte-là, sur l'application des normes. Si les règles et les droits que nous créons sont si compliqués, si le fait de les actionner est si compliqué que nos concitoyens doivent payer pour faire valoir leurs droits, c'est que quelque part nous avons failli ou que les États membres ont un peu traîné des pieds pour appliquer correctement la législation européenne.
Mais en tout cas, il est important, et c'est ce qu'on a fait sur ce texte et je remercie Matteo, il est important que nous nous efforcions de simplifier le droit et de faire en sorte qu'il soit accessible pour toutes et tous facilement. Je parle pas de faire valoir ses droits sur des questions complexes. Là, on parle quand même de votre train, votre avion, votre car arrive en retard, est annulé, vous devez pouvoir vous faire rembourser votre billet sans avoir à passer par un avocat. Je vous remercie.
Elissavet Vozemberg-Vrionidi
Thank you very much, Mr. Saïdi. So the next one is reporting back to committee on the interinstitutional negotiations on the amendment to the Eurovignette Directive. The first and conclusive trilogue took place on the 30th June, the very last day of the Cyprus presidency. I will give the floor again to Matteo Ricci, our rapporteur, who both chaired and negotiated during that trilogue. He will give us the details of this successfully concluded negotiations.
Mr. Ricci, you have the floor.
Matteo Ricci
Thank you, President.
Lo scorso 30 giugno, l'ultimo giorno della presidenza cipriota, abbiamo concluso anche il negoziato sul dossier Eurovignette. Nel complesso ritengo che l'intesa raggiunta sia positiva e rispecchi in larga misura le priorità del Parlamento. Si trattava di un dossier che, almeno inizialmente, sembrava limitarsi ad un allineamento tecnico della direttiva ai nuovi standard europei sulle emissioni di CO2 per camion e autobus che entreranno in vigore il prossimo mese. In realtà, nel corso dei negoziati, sono emerse diverse questioni di natura politica che hanno richiesto un confronto approfondito con il Consiglio. In assenza di un accordo, gli Stati membri avrebbero dovuto procedere alla riclassificazione di tutti i veicoli interessati dalla direttiva Eurovignette, con un significativo aggravio amministrativo sia per le autorità nazionali sia per gli operatori del settore.
Su questo aspetto tecnico vi è stata fin dall'inizio una sostanziale convergenza tra Parlamento e Consiglio. I principali nodi politici del negoziato sono stati invece due: da un lato l'eventuale inclusione dei rimorchi nel sistema di classificazione e dall'altro il rafforzamento degli incentivi per i veicoli alimentati con combustibili alternativi.
Per quanto riguarda i rimorchi, è stato riconosciuto da entrambe le istituzioni che essi possono contribuire in modo significativo alle riduzioni delle emissioni di CO2 e al miglioramento dell'efficienza energetica dei veicoli pesanti. Tuttavia, considerata l'assenza di una metodologia armonizzata e le difficoltà tecniche ancora esistenti, si è ritenuto opportuno non procedere immediatamente alla loro inclusione nel sistema di tassazione. Abbiamo quindi concordato di inserire una clausola di revisione che impegna la Commissione europea entro giugno 2029 a presentare una valutazione basata anche sui risultati dei progetti pilota in corso e, se del caso, una proposta legislativa volta a superare le criticità tecniche finora riscontrate. Il secondo tema politicamente più rilevante ha riguardato il rafforzamento del regime transitorio per i veicoli pesanti a basse emissioni. L'accordo prevede che solo gli Stati membri che hanno già applicato un'esenzione ai veicoli a zero emissioni possano aumentare fino al 30 giugno 2031 la riduzione dei pedaggi per i veicoli a basse emissioni dall'attuale 50 fino a un massimo del 75%.
A partire dal 1° luglio del 2031 tale riduzione potrà continuare a essere applicata fino a un massimo del 50%. Per quanto riguarda invece i veicoli pesanti a zero emissioni resta confermata la possibilità per gli Stati membri di mantenerne l'esenzione totale dai pedaggi e dagli oneri per l'uso dell'infrastruttura fino al 30 giugno 2031. Successivamente tali veicoli potranno continuare a beneficiare di una riduzione dei pedaggi fino al 75%. Nel complesso riteniamo che si tratti di un accordo equilibrato che recepisce molte delle nostre priorità e che è stato importante concludere entro la fine della presidenza cipriota. In questo modo si evita un inutile aggravio burocratico per gli operatori del settore e si garantisce al tempo stesso una transizione ordinata verso il nuovo quadro normativo europeo.
Elissavet Vozemberg-Vrionidi
Thank you very much Mr. Ricci. Is any colleague want the floor? No. Now dear colleagues we have come to the end of our meeting. Our next meeting will be after one month and a half on 2 September.
I wish you all to have a very nice break, the summer break, relaxing summer break with your families, your loved ones, your friends and health for everyone. Thank you very much.
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