am com nonlegopinion

AM\1239559EN.docx PE697.613v01-00

EN United in diversity EN

European Parliament2019-2024

Committee on Transport and Tourism

2021/2075(INI)

1.10.2021

AMENDMENTS1 - 129Draft opinionVlad Gheorghe(PE696.438v01-00)

Challenges for urban areas in the post-COVID-19 era(2021/2075(INI))

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AM_Com_NonLegOpinion

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Amendment 1Tilly Metz

Draft opinionParagraph -1 (new)

Draft opinion Amendment

-1. Considers that the main challenges that urban areas face are related to high levels of congestion, CO2 emissions, noise and air pollution as well as road safety; stresses that congestion has huge socioeconomic costs, particularly in terms of lost productivity; notes that urban mobility is responsible for 40% of all CO2 emissions of road transport and up to 70% of other pollutants from transport; recognises that air and noise pollution has a negative impact on both physical and mental health; notes that 38% of road deaths take place on urban roads and 70% of these are pedestrians, cyclists and powered two wheelers;

Or. en

Amendment 2Leila Chaibi

Draft opinionParagraph 1


1. Stresses that lockdown has had a considerable impact on mobility demand and the choice of transport mode, especially in urban areas; notes that the social distancing introduced as part of sanitary measures in the EU has led citizens to take up mobility options other than public transport in order to avoid gatherings of people;

1. Stresses that lockdown has had a negative impact on mobility demand and the choice of transport mode, especially in urban areas; notes that the social distancing introduced as part of sanitary measures in the EU has led citizens to prefer to use their own cars rather than public transport in order to avoid gatherings of people; recalls that a modal shift towards public transport is essential in order to drastically reduce emissions from the

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transport sector and comply with Directives 2008/50/EC and 2004/107/EC on air quality;

Or. fr





1. Stresses that the Covid-19 pandemic has had a considerable impact on mobility demand and the choice of transport mode, particularly towards cycling, especially in urban areas; notes that the social distancing introduced as part of sanitary measures in the EU has led citizens to take up mobility options other than public transport in order to avoid gatherings of people; is concerned that the temporary increase in the use of private car in this particular context can have long-standing detrimental impacts in terms of emissions and congestion, unless proactive policies are put in place to foster the return and further uptake of public transport and active mobility means;

Or. en

Amendment 4Carles Puigdemont i Casamajó



1. Stresses that lockdown has had a considerable impact on mobility demand and the choice of transport mode, especially in urban areas; notes that the

1. Stresses that lockdown has had a considerable impact on mobility demand and the choice of transport mode, especially in urban areas; notes that the

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social distancing introduced as part of sanitary measures in the EU has led citizens to take up mobility options other than public transport in order to avoid gatherings of people;

social distancing introduced as part of sanitary measures in the EU has led citizens to take up mobility options other than public transport in order to avoid gatherings of people; stresses, therefore, the need to include the Health in All Policies principle in all transport, mobility and infrastructure policies as a preventive measure, taking into account the recommendations given at Union, national, regional and local level;

Or. en

Amendment 5Vlad Gheorghe, Caroline Nagtegaal, Jan-Christoph Oetjen, Dominique Riquet




1. Stresses that lockdown has had a considerable impact on mobility demand and the choice of transport mode, especially in urban areas; notes that the social distancing introduced as part of sanitary measures in the EU has led citizens to take up mobility options other than public transport in order to avoid gatherings of people, leading also to an increasing use of private cars and the increase in CO2 emissions related to this;

Or. en

Amendment 6Maria Grapini



1. Stresses that lockdown has had a considerable impact on mobility demand

1. Stresses that lockdown has had a considerable impact on mobility demand

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and the choice of transport mode, especially in urban areas; notes that the social distancing introduced as part of sanitary measures in the EU has led citizens to take up mobility options other than public transport in order to avoid gatherings of people;

and the choice of transport mode, especially in urban areas; notes that the social distancing introduced as part of sanitary measures in the EU has led citizens to take up mobility options other than public transport in order to avoid gatherings of people and infection with COVID-19;

Or. ro

Amendment 7Sara Cerdas

Draft opinionParagraph 1 a (new)


1 a. Stresses that while all regions were affected by the pandemic, special consideration should be given to outermost regions, which are more vulnerable to fluctuations in demand-driven sectors, especially in the transport and tourism sectors; stresses that, because of their nature, outermost regions are highly dependent on the transport sector for the entry or exit of persons and goods and that access should be guaranteed in case of future crises, when possible; highlights that urban mobility should take into account the different territories' orography, which are specially challenging in the outermost regions;

Or. en




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1a. Recalls that, despite the Covid-19 pandemic, both people and goods have continued to circulate thanks to transport and logistics workers; recalls that, despite their essential contribution, these frontline workers are subject to the fraudulent use of self-employment and to ultra-flexible contracts, with little security, low pay and little or no social protection;

Or. fr

Amendment 9Giuseppe Ferrandino, Isabel García Muñoz, Johan Danielsson, Vera Tax, Sara Cerdas, Alessandra Moretti



1 a. Emphasises the key role that workers in the transport sector have played during the most difficult moments of the pandemic to ensure that essential supplies to urban centres, including those of medical supplies and personnel, have remained open supplies of the most basic items, including medicinal products;

Or. en

Amendment 10Gheorghe Falcă, Massimiliano Salini, Marian-Jean Marinescu, Tomasz Frankowski, Elżbieta Katarzyna Łukacijewska, Henna Virkkunen, Cláudia Monteiro de Aguiar, Tom Berendsen, Barbara Thaler



1 a. Recognises the key role of urban mobility, in particular public transport, in local economy and in environmentally

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sustainable post-COVID-19 recovery. It also emphasises the need to decrease significant external costs of transport in urban areas linked to the current model of mobility.

Or. en

Amendment 11Vlad Gheorghe, Caroline Nagtegaal, Søren Gade, Jan-Christoph Oetjen, Dominique Riquet



1 a. - 1a. Underlines that urban areas are home to nearly three quarters of the EU’s population which has led to an increased demand for urban mobility resulting in safety issues, severe congestion, poor air quality, noise emissions and high levels of CO2 emissions;

Or. en

Amendment 12Peter Lundgren



1 a. Notes the uneven distribution of grants to Member States and regions. Very few Member States are essentially financing large parts of other Member States regions.

Or. en

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Draft opinionParagraph 1 b (new)


1 b. Is concerned that despite the Covid-19 pandemic which improved air quality in many regions due to a sudden drop in mainly road transport, most EU countries broke at least one EU air pollution limit in 2020; notes that the new WHO Global Air Quality Guidelines (AQGs) presented on 22nd September 2021 provide clear evidence of the damage air pollution cause on human health, including at lower concentrations than previously known and welcomes the fact that they recommend new air quality levels to protect the health of human populations; reminds that EU limits are in general far above the WHO maximum thresholds and calls therefore on the Commission to align its air quality directives with these new WHO AQGs;

Or. en




1 b. Welcomes the Special Report 06/2020 on Sustainable Urban Mobility in the EU1a by the European Court of Auditors; takes good note of its conclusions that EU cities are not sufficiently moving towards more sustainable and environmentally friendly modes of transport and that the EU funds dedicated to sustainable mobility are not yet effectively used so as to fulfil their

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objectives; recalls that in the report the ECA has estimated that congestion is costing the EU around €270bn a year, and also that achieving fluid movement of people in urban areas could spur economic growth and boost workers’ productivity by up to 30%;_________________1a ECA Special Report 06/2020 on Sustainable Urban Mobility in the EU: No substantial improvement is possible without Member States’ commitment https://www.eca.europa.eu/Lists/ECADocuments/SR20_06/SR_Sustainable_Urban_Mobility_EN.pdf

Or. en




1b. Calls for bogus self-employed workers in the transport and logistics sector to be redefined as working under employment contracts; calls for workers’ right to decent pay, reasonable work rates and access to social protection to be respected;

Or. fr

Amendment 16Vlad Gheorghe, Caroline Nagtegaal, Søren Gade, José Ramón Bauzá Díaz, Jan-Christoph Oetjen, Dominique Riquet



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1 b. -1b. Points out that the transport sector has been among the most severely hit by the COVID-19 pandemic outbreak, stresses however that the transport sector has played a vital role in maintaining essential connectivity and in delivering the critical goods and services;

Or. en




1 b. Underlines that transport workers in cities have higher exposure to the risk of infection than the rest of the population of working age, notes that these challenging circumstances and changes in trajectories has put strains on the entire urban supply chain;

Or. en




1 b. Notes that Sweden have since it entered the European Union been a net contributor to the Union.

Or. en

Amendment 19

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Tilly Metz

Draft opinionParagraph 1 c (new)


1 c. Considers that a more optimal allocation of scarce urban road space remains one of the core levers for a mobility transformation, fostering that cities shift away from car-centric strategies towards people and place-based resources, through improved movement of people rather than vehicles; underlines that the pandemic has favoured the rediscovery of proximity shops and activities, as theorised by the 15-minute city concept, with increased flexibility and where walking is predominant;

Or. en




1 c. Stresses that urban mobility must be aligned with the Union’s climate and environmental objectives and be more fair, inclusive, accessible, affordable and safe, whilst also promoting active and healthy lifestyles;

Or. en


Draft opinionParagraph 1 d (new)

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1 d. Notes that the increased teleworking during the lockdown period had a huge impact on mobility demand and resulted in global reductions of CO2 emissions between 8% to 75% depending on the city; believes that teleworking will remain an attractive option for many workers, at least part time, and this will have an impact on the planning of future urban mobility;

Or. en


Draft opinionParagraph 1 e (new)


1 e. Points out that, according to the Commission's Handbook on external costs of transport1a, private vehicles are by far the largest contributor to negative externalities within passenger transport modes and that besides generating congestion and emissions related to their traffic, also when parked cars occupy a large part of the urban space, which is already increasingly scarce due to the growing trends of urbanisation; considers that reduction in emissions and other externalities requires discouraging individual road transport and the mass transition of users from private transport to collective public transport; calls to the respective competent authorities to direct public investment at public services, instead of promoting individual mobility, in order to accelerate the decarbonisation of road transport;_________________1a Handbook on external costs of

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transport - Version 2019 https://op.europa.eu/en/publication-detail/-/publication/9781f65f-8448-11ea-bf12-01aa75ed71a1

Or. en


Draft opinionParagraph 1 f (new)


1 f. Points out that restrictive measures imposed during the lockdown have shown that more space can be made available for walking and cycling, as well as for the hospitality sector and commerces, and it is up to local authorities to keep up with it also in the long term; salutes that cities are reducing parking spaces and creating mobility hubs where it is possible to access a variety of shared services like electric car, bike and e-scooter sharing, welcomes in this regard measures such as park and ride inter-modal facilities for commuters from outside urban areas to reach the city by rail and/or public transport; considers it a positive trend that, together with the remarkable increase of car-free city centres across Europe and the establishment of ultra-low emission zones, contributes to prevent congestion and reduce emissions;

Or. en


Draft opinionParagraph 1 g (new)

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1 g. Notes that during the COVID pandemic access to public transport stations dropped by almost -70% in Europe; urges public authorities to put in place strategies and campaigns to promote the retake of public transport, tackling any safety concerns passengers might still have; considers that a level of occupancy allowing for social distancing must be ensured, which requires an adequate frequency of service;

Or. en


Draft opinionParagraph 1 h (new)


1 h. Stresses the importance of the socioeconomic dimension of guaranteeing an adequate public transport network and quality of service, also in the urban periphery, particularly in terms of reducing existing inequalities and preventing further disadvantages exacerbated in the absence of proper public transport for the least favoured people; reminds that the high total costs of ownership of private cars, among other aspects, are an important barrier for many as well as the growing trend under the Mobility as a Service logic of individuals and families not owing a car; emphasises therefore that mobility policies must be designed under the premise that citizens need to be fully mobile without a car, including people with disabilities;

Or. en

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2. Stresses the need for local authorities to reengineer public transport in order to ensure safe, healthy and environmentally sustainable commuting options and to complement public transport with on-demand and shared transport services;

2. Stresses the need for local authorities to adapt and reengineer public transport and infrastructure in order to ensure smart, user-friendly, affordable and environmentally sustainable commuting options. Increasing the share of clean vehicles in the public transport fleets is key for reducing carbon emissions as well as improving air quality in cities. Public transport needs to be further complement by safe, competitive and affordable on-demand and shared transport services and smart parking;

Or. en





2. Recognises that public transport is the backbone of sustainable urban mobility; therefore stresses the need for local authorities to continuously support actions within public transport in order to ensure safe, healthy and environmentally sustainable commuting options and making it an efficient, accessible and affordable alternative to private car use; calls furthermore on Member States and local authorities to firstly increase the outreach and frequency of public transport and equip it with additional integrated digital infrastructure, making it more

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compatible with on-demand management such as e-bikes and e-scooters as well as shared transport services and collaborative innovation platforms;

Or. en





2. Believes that COVID-19 crisis has shown the need for new urban planning and mobility solutions in order to make urban areas more resilient and adaptable to mobility demand and it should be an occasion to reduce transport congestion and greenhouse emissions; stresses, in this respect, the need for local authorities to reengineer public transport in order to ensure safe, healthy and environmentally sustainable commuting options and to complement public transport with on-demand and shared transport services, as well as to adapt the infrastructure and reorganise the management of space to include active mobility and sustainable freight;

Or. en




2. Stresses the need for local authorities to reengineer public transport in

2. Stresses the need for local authorities to reengineer public transport in

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order to ensure safe, healthy and environmentally sustainable commuting options and to complement public transport with on-demand and shared transport services;

order to ensure safe, healthy and environmentally sustainable commuting options, especially in highly dense urban areas, and to complement public transport with on-demand and shared transport services, integrated tariffs, or park-and-rides, in order to achieve real inter-modality; considers, therefore, that metropolitan authorities should be able to finance either in its entirety or partially the regional infrastructure that departs, ends, and passes through them, and to have an increased role in its decision-making as well in its management;

Or. en





2. Stresses the need for local authorities to reengineer public transport in order to ensure safe, healthy and environmentally sustainable commuting options and to complement public transport with on-demand and shared transport services; stresses the need to make public transport fully accessible, both technically for people with reduced mobility and financially for low-income households, in particular through social pricing or free public transport;

Or. fr



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2. Stresses the need for local authorities to reengineer public transport in order to ensure safe, healthy, accessible, affordable and environmentally sustainable commuting options and to complement public transport with on-demand and shared transport services, taking in consideration the specificities of each territory; stresses that public transportation must include an inclusive network that reaches the entirety of the urban area and that, when this is not possible, other solutions should be envisaged;

Or. en





2. Stresses the need for local authorities to reengineer public transport in order to ensure safe - with respect for physical distancing against the backdrop of the COVID-19 pandemic - healthy and environmentally sustainable commuting options, and to complement public transport with on-demand and shared transport services to prevent any impact on urban mobility and travel for work and social reasons;

Or. ro

Amendment 33Isabel García Muñoz, Giuseppe Ferrandino


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2. Stresses the need for local authorities to reengineer public transport in order to ensure safe, healthy and environmentally sustainable commuting options and to complement public transport with on-demand and shared transport services; highlights that EU, national and regional awareness-raising campaigns on the safe use of public transport would help and encourage citizens to regain trust in collective passenger transport;

Or. en

Amendment 34Dominique Riquet, Vlad Gheorghe




2. Stresses the need for local authorities to reengineer public transport in order to ensure safe, healthy and environmentally sustainable commuting options and to complement public transport with on-demand and shared transport services; stresses, in this regard, the particular role of guided transport, a social mode of mass transport which is compatible with demanding health control standards;

Or. fr



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2. Notes the need for local authorities to reengineer public transport in order to ensure safe, healthy and environmentally sustainable commuting options and to complement public transport with on-demand and shared transport services; notes however that this is often decided on the regional level in the Member States. This should therefore be seen as a recommendation.

Or. en




2 a. Urges all the urban areas of the Union to bet on clean and green energy for their public transport, learning from each other thanks to the tools provided for at Union, national and regional level; stresses that the Commission, the Member States and the regions should assist, wherever possible, local authorities in achieving this goal;

Or. en




2 a. Calls on the Commission to ensure that Urban Mobility Framework places at its forefront the provision of the necessary

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tools to support the expansion of affordable, attractive, accessible and green public transport, including securing adequate funding in order to enable it achieving its maximum potential to deliver these objectives;

Or. en




2 a. Notes that public transport systems have struggled to regain market shares in terms of users once restrictive measures have been softened or removed;

Or. en




2 b. Suggests the Commission and Member States who have not implemented it to respectively assess the feasibility and consider establishing free public transport;

Or. en


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2 b. Highlights the importance of awareness-raising measures for passengers to regain trust in public transport after the COVID-19 crisis;

Or. en




2 c. Notes that people with disabilities and reduced mobility face additional barriers that often hinder the accessibility to public transport services which is often not enough adapted to their needs and time requirements; stresses the need of making public transport accessible for everybody, also for people with disabilities and reduced mobility; and points out that the increased demand for these services due to the aging population can provide a boost to the systematic consideration of these users; urges public authorities to actively involve people with disabilities and reduced mobility in the identification of needs and in the design of solutions, and in particular duly ensure their participation in the SUMPs procedure;

Or. en


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2 c. Stresses that public collective transport remains the backbone of sustainable transport, moving large numbers of passengers over long distances;

Or. en




2 d. Underlines that people with disabilities are vulnerable users at risk of social exclusion; stresses that beyond infrastructure and service flexibility, inclusion often depends on the behaviour and awareness of other users and points out that according to research one in four disabled people do not use public transport due to negative attitudes from other passenger; regrets that although a stated SUMP objective is to “ensure that all citizens are offered transport options that enable access to key destinations and services”, people with disabilities are only mentioned twice in the guidelines, and that a dedicated topic guide does not exist;

Or. en



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3. Calls for a revision of the Commission guidelines on developing and implementing sustainable urban mobility plans to include a new objective to improve the resilience of mobility systems in case of rapid fluctuations in mobility demand;

deleted

Or. en

Amendment 45Vlad Gheorghe, Caroline Nagtegaal, Søren Gade, José Ramón Bauzá Díaz, Dominique Riquet




3. Recalls that the EU has actively promoted the concept of sustainable urban mobility planning for several years and is committed to supporting national, regional and local authorities during the process of developing and implementing Sustainable Urban Mobility Plans(SUMPs), including through funding instruments and technical expertise; calls for a revision of the Commission guidelines on developing and implementing sustainable urban mobility plans to include a new objective to improve the resilience of mobility systems in case of rapid fluctuations in mobility demand; calls furthermore to include provisions on reinforced cooperation, information exchange and sharing of best practices among municipalities to improve public and private transport management and increase the level of satisfaction of transport users in urban areas;

Or. en

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3. Calls for a revision of the Commission guidelines on developing and implementing sustainable urban mobility plans (SUMPs) to include a new objective to improve the resilience of mobility systems in case of rapid fluctuations in mobility demand; notes that demand management and land-use planning can lower traffic volumes; stresses that facilitating active mobility and guaranteeing protection of active road users should become an integral part of urban mobility and infrastructure design, which should be included within SUMPs, where the Commission already recommends including road safety as a horizontal objective;

Or. en





3. Calls for a revision of the Commission guidelines on developing and implementing sustainable urban mobility plans to include a new objective to improve the resilience of mobility systems in case of rapid fluctuations in mobility demand; calls for those urban mobility plans to foster multimodality and to tackle some side effects resulting from overconcentration of the population in certain urban areas, such as congestion and rising transport costs, throughout, for

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instance, balanced socio-economic arrangements to ensure there is no discrimination against EU citizens;

Or. en





3. Calls for a revision of the Commission guidelines on developing and implementing sustainable urban mobility plans to include a new objective to improve the resilience of mobility systems in case of rapid fluctuations in mobility demand; stresses the importance of maintaining the temporary structures set up to facilitate the development of active mobility; recalls the need to reduce the use of cars in urban areas in order to develop other uses and other means of transport which are less harmful to the environment;

Or. fr





3. Highlights that there will be future crisis which can jeopardise urban mobility, such as, but not limited to, pandemics or natural disasters; Calls for a revision of the Commission guidelines on developing and implementing sustainable urban mobility plans to include a new objective to improve

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the resilience of mobility systems in case of rapid fluctuations in mobility demand;

Or. en




3a. Recalls that women are the main users of public transport in urban areas1 a; stresses the important gender dimension of women’s mobility in the city; recalls that 100% of French women have been victims of gender-based harassment or sexual assault on public transport1 b; calls, as a matter of urgency, on the Member States and sub-national authorities to take into account the specificities of women’s travel when organising their mobility offer, in particular by improving travel links through better management of connections, taking into account the specific times of women’s mobility, ensuring proximity to services and taking urgent measures to ensure the safety of women on public transport;_________________1 a Eurobarometer 382a: Europeans’ satisfaction with rail services/382b: Europeans' satisfaction with urban transport1 b Haut Conseil à l’Egalité entre les femmes et les hommes, Avis sur le harcèlement sexiste et les violences sexuelles dans les transports en commun, 16 April 2015, p.5, https://www.haut-conseil-egalite.gouv.fr/IMG/pdf/hcefh_avis_harcelement_transports-20150410.pdf

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Or. fr




3 a. Urges the Commission, the Member States, the regions, and the local authorities to start making plans to deploy charging points for electric vehicles (EVs) throughout public infrastructure, to facilitate the inclusion of charging points in owners’ or neighbourhood communities; considers the prompt adoption of the proposed Regulation on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU, as a breakthrough opportunity, also for urban areas;

Or. en

Amendment 52Mario Furore



3a. Points out that architectural barriers continue to be an obstacle for persons with disabilities; stresses the vital role of accessible urban mobility to enable persons with disabilities to exercise in full their right to study and work; calls on the Commission to provide for a minimum share of mobility funding to promote full transport accessibility for persons with disabilities;

Or. it

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3 a. Highlights that the high levels of air pollution of urban areas, caused by the greenhouse gas emissions of the transport sector, are prejudicial to the health of citizens, especially for respiratory health; underlines one of the solutions should be promoting the use of sustainable means of transportation, such as cycling and walking, and that urban areas should have the necessary infrastructure in place;

Or. en




3 a. Calls on the Commission to come up with proposals, in its upcoming revised Urban Mobility Package, to accelerate the digitalisation of urban mobility, in order to deploy Mobility-as-a-Service (MaaS) and to ensure the introduction of digital ticketing payments, integrated tickets, digitalisation of operations, such as touchless buttons and the sharing of real-time mobility flows;

Or. en

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3 a. Considers that future SUMPs should be the basis of mobility transition, going beyond traffic management and instead focus on creating an affordable, accessible and efficient green public transport offer and incentivising active mobility, particularly through adequate investment in cycling infrastructure;

Or. en




3 a. Calls on the Commission to better integrate the EU road safety targets and actions into the guidelines on the sustainable urban mobility plans by monitoring and promoting best practices, including establishing an indicator on using EU funding for improving urban road safety effectively;

Or. en




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3 b. Notes that new personal mobility devices (e-scooters, electric bikes, among others) raise a number of serious concerns related to the safety of the devices themselves, their safe use, as well as to the lack of safe parking spaces in urban areas; calls on the Commission to issue guidelines for Member States on managing these safety aspects, including traffic rules; reminds the Commission and the Member States of the need to implement EU and national awareness-raising and education campaigns on the safe use of micromobility devices, with a particular focus on vulnerable road users and the redesigning of urban public spaces to include safe parking areas for these devices;

Or. en




3 b. Underlines that the impacts of climate change will be felt by all regions and that the road transport sector has a role to play in decreasing emissions; highlights, therefore, that the transition to zero emission vehicles will be crucial, which will need specific infrastructures, such as charging points, and that these should be included in the urban mobility plans; draws attention to the importance of exchanging good practices between the regions of the different Member States in order to accelerate the transition and to achieve the objectives of the European Green Deal regarding mobility and transports;

Or. en

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3 b. Considers that the deployment of powered transporters, electric rideable vehicles, personal light electric vehicles, and personal mobility devices are posing new challenges in highly dense urban areas, especially in terms of road safety, for which their authorities need to promote innovative policies to integrate them with the pedestrian and other types of vehicles, such as the deployment of green axes where the pedestrian is given total priority;

Or. en




3 c. Calls on the Commission, in view of the upcoming revision of the Urban Mobility Package, to promote synergies between safety and sustainability measures in urban areas; calls, in this regard, for the reprioritisation of transport infrastructure in urban areas, including the repurposing of public spaces towards sustainable and safer transport modes such as public transport, walking, cycling and other personal mobility devices (e-scooters, electric bikes, etc), while taking into consideration the special needs of vulnerable road users; encourages greater investments for

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parking and other mobility connectivity zones in the entry of urban areas, providing for easy access to different modes of public transport, in view of the need to reduce urban congestion and CO2 emissions;

Or. en




3 c. Stresses that the COVID-19 pandemic exacerbated the need for green, outdoor and public spaces; calls on Member-States and their regional and local authorities to have this need in consideration when drawing up their plans for urban mobility;

Or. en




4. Recognises that urban logistics are an essential public service; calls on local authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space;

4. Recognises that urban logistics are an essential public service;

Or. en

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4. Recognises that urban logistics are an essential public service; notes the increased demand in home deliveries, also by cars, vans and powered two-wheeled vehicles such as mopeds, as a consequence of the Covid-19 pandemic, adding to congestion, increased emissions and pollution; calls on local authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space; underlines that cargo bikes have huge potential for transporting goods in urban areas including last-mile logistics, and can play an important role in reducing congestion, emissions and pollution; hence, urges EU support fore-bikes and cargo bikes; considers it crucial to establish regular safety assessments in order to improve the standards of these bikes and the cycling infrastructure;

Or. en





4. Recognises that urban logistics are an essential public service; calls on local authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space; calls on the Commission and the Member States to work closely with regions and cities,

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particularly across borders, to enhance and complete relevant missing last-mile infrastructure and multimodal and cross-border connections throughout the TEN-T, thus enabling more seamless and efficient mobility system for passenger transport and freight logistics, which in turn prevents congestion and reduces emissions;

Or. en





4. Recognises that urban logistics are an essential public service; calls on local authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space; calls for a reflection on the use of urban transport vehicle fleets for other uses related to urban logistics, in particular at night; stresses, furthermore, the potential in urban areas of using cargo bikes, which are energy-efficient and can relieve road congestion;

Or. fr




4. Recognises that urban logistics are 4. Recognises that urban logistics,

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an essential public service; calls on local authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space;

such as postal, delivery vehicles and garbage trucks, are an essential public service which increased demand requires new space for more frequent and safe stops of logistics operators; calls on local authorities to develop dedicated sustainable urban logistics plans, including clear policies on loading and unloading area, that integrate freight into the planning of more dynamic and flexible uses of curb space;

Or. en





4. Recognises that urban logistics are an essential public service; calls on local authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space; points to the key role of intermodal exchanges to facilitate freight transport in the urban fabric and calls for multimodality to be encouraged in order to make freight transport sustainable;

Or. it




4. Recognises that urban logistics are an essential public service; calls on local

4. Recognises that urban logistics are an essential public service; calls on local

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authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space;

authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space; considers that urban areas should develop new transformational infrastructure together with smaller infrastructure interventions in order to maximise the former;

Or. en





4. Recognises that urban logistics are an essential public service; calls on local authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space; calls on local authorities to promote road safety, with awareness raising initiatives and appropriate road signs for drivers, cyclists, and pedestrians;

Or. en





4. Recognises that urban logistics are an essential public service; calls on local authorities to develop dedicated sustainable urban logistics plans that integrate freight into the planning of more dynamic and flexible uses of curb space, with a view to

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improving road traffic flows;

Or. ro




4 a. Calls on the Commission to come up with a recommendation on the safety of delivery personnel, also within the gig economy, including requirements for employers and companies to ensure the provision and use of safety equipment and safe vehicles, as well as training in the digital tools they might have to use, such as applications and interactive platforms; calls also on the Commission and Member States to ensure that professional van drivers undergo appropriate training and to address the issue of van drivers’ fatigue and speeding, particularly as a result of the large increase in the number of home deliveries;

Or. en




4 a. Welcomes the Commission’s intention to engage with cities and Member States to ensure that all large cities that are urban nodes on the TEN-T network put in place their own sustainable urban mobility plans by 2030

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and believes that the Commission should support also all other local authorities that are willing to do so; urges moreover the Commission to propose legislation requiring Member States to collect and submit regularly relevant data on urban mobility;

Or. en

Amendment 73Dominique Riquet



4a. Calls on local authorities to set up urban logistics distribution hubs in all major cities; stresses the need to consider changes to urban routes given the widespread use of home delivery services and reorganising flows, vehicles and digital services for users;

Or. fr




4 b. Recalls that for the 2014-2020 period, the EU, provided some €16.5 billion for urban mobility, mainly for clean transport (metro and tramway), but also for cycle paths and intelligent transport systems; stresses such EU-funded projects should always be based on comprehensive multi-annual urban mobility strategies;

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Or. en




5. Calls on the Member States and local authorities to reassess their investments in urban mobility and to give priority to digital infrastructure that will improve the general experience of all passengers and be adapted to the post-COVID-19 needs of transport workers;

5. Calls on the Member States and local authorities to prioritise and increase their investments in sustainable urban mobility and to give priority to investments in safe and active mobility infrastructure in order to accelerate the rethinking of space and transport modes, to invest in zero-emission vehicle procurement for public transport, maintain and upgrade its infrastructure including sufficient quick charging stations for electric vehicles and light means of transport, as well as ensuring multimodal integration; reminds the importance of a robust digital infrastructure that will improve the general experience of all passengers and be adapted to the post-COVID-19 needs of transport workers; calls furthermore on the Commission to lead the transition by proposing tools, such as single integrated ticketing, which can increase the uptake of public transport; stresses that coordination between different key stakeholders and accessibility for all are considerable challenges in the digital era;

Or. en




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5. Calls on the Member States and local authorities to reassess their investments in urban mobility and to give priority to digital infrastructure, such as artificial intelligence or the Internet of Things, that will improve the general experience of all passengers and be adapted to the post-COVID-19needs of transport workers, in terms of, for example, a better management of public parking within urban areas, intelligent traffic-lighting, pollution reduction management, and other aspects of civic commitment from citizens;

Or. en

Amendment 77Dominique Riquet




5. Calls on the Member States and local authorities to reassess their investments in urban mobility and to develop digital mobility solutions which improve the experience of all passengers, along the lines of the MaaS;

Or. fr




5. Calls on the Member States and local authorities to reassess their investments in urban mobility and to give

5. Calls on the Member States and local authorities to reassess their investments in urban mobility and to give

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priority to digital infrastructure that will improve the general experience of all passengers and be adapted to the post-COVID-19 needs of transport workers;

priority to digital infrastructure that will improve the general experience of all passengers, and especially those with reduced mobility, and be adapted to the post-COVID-19 needs of transport workers and the general public;

Or. ro





5. Calls on the Member States and local authorities to reassess their investments in urban mobility and to give priority to digital infrastructure that will improve the general experience of all passengers, including people with reduced mobility, and be adapted to the post-COVID-19 needs of transport workers;

Or. en




5 a. Notes that bike sales have experienced a boom almost everywhere as cycling has increased as a response to the Covid-19 pandemic; calls on Member States and local authorities to dedicate adequate investments in active mobility infrastructure and to do their utmost to ensure that active mobility infrastructure that have been put in place during the

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pandemic become permanent and are further expanded in order to promote safe, sustainable and active mobility, which has also significant health benefits and reduce congestion; in this regard, calls on the Commission to publish a strategy on active mobility to capitalise on these changes as well as mobilise funding;

Or. en




5 a. Emphasizes that Cohesion Policy can provide decisive support to urban areas that aim to develop inclusive and fair smart-city initiatives. It can help them fulfil the stringent conditions necessary to seize the potential of both AI and the smart-city model (for instance, by improving administrative capacity and digital skills); Cohesion Policy should also encourage a shift from experimentation to scaling-up smart-city initiatives with funding and related support;

Or. en




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5a. Points out that the majority of accidents occur in urban areas and often involve pedestrians, cyclists and motorcyclists, who are the most vulnerable to road accidents; considers the integration of 'Vision Zero' into urban planning policies to be crucial, and calls on the Member States to constantly exchange good practices in order to promote safe local mobility, especially for the most vulnerable groups;

Or. it




5 a. Calls for the swift finalisation of the Common European Data space for mobility which could have a positive impact in public transportation systems in terms of efficacy and efficiency and could consequently attract more users;

Or. en




5 a. Welcomes the increase of active mobility such as walking, bicycling and calls on cities to ensure sufficient infrastructure for active mobility and to make this an integral part of urban mobility and infrastructure design;

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Or. en




5 a. Considers that urban areas should develop dedicated areas to delivery and return of e-commerce within each neighbourhood or district in order to improve the link between e-commerce and local retail;

Or. en




5 b. Stresses the importance of improving liveability and life quality in urban areas and welcomes plans for supporting the creation of climate-neutral cities; underlines in this regard the importance of reducing the centrality of private motorised vehicles in the public realm in order to reallocate more public space to citizens and children in particular; welcomes the European-wide annual car-free Sunday initiative given its widespread popularity and positive impact on road safety and other negative externalities, and suggests to increase its frequency to at least once a month;

Or. en

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5 b. Calls on the Commission to provide Member States with all the necessary guiding materials, differentiating between cities/regions based on their level of digitalisation and to facilitate access to funds for making alternative and sustainable mobility more attractive both for public authorities and the citizens;

Or. en




5 b. Believes that, where appropriate and in full respect of the principle of subsidiarity, the cycling and walking infrastructure put in place in Member States as a response to the Covid-19 pandemic should remain in place and be expanded, in order to further promote safe active mobility;

Or. en


Draft opinion

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Paragraph 5 b (new)


5 b. Calls for an EU action plan to implement a single and multimodal ticketing system which allows consumers to book and reserve a journey involving multiple operators, including cross-border connections, and different means of transport;

Or. en




5 c. Underlines that gender-related differences, such as physical and social characteristics, result in inequalities in mobility opportunities; takes note of the recent study2a highlighting that although women are motivated to travel actively for health reasons, concerns about their personal safety and harassment vulnerability, convenience and appearance are barriers preventing them from cycling and walking; underlines that a further modal shift into sustainable public transport and active mobility would require ensuring accessibility for everyone, especially taking into account the needs of women in terms of scheduling, destination and mobility patterns, accessibility of buses and wagons, security and safety as women tend anyway to use public transport and walk more than men; calls on the Commission and Member States to put forward recommendations to encourage the participation of women in the planning of urban mobility solutions and in decision-making processes;

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_________________2a Sustrans, 2018. "Are We Nearly There Yet? Exploring Gender and Active Travel"

Or. en




5 c. Recalls that almost 40 percent of all road fatalities in Europe occur in urban areas and that vulnerable road-users account for 70% of these fatalities; stresses that it is imperative to improve road safety in urban areas and that particular attention should be paid to improving the safety of vulnerable road users;

Or. en




5 d. Considers that reducing the centrality of private cars, including with measures such as car-free city centres would not only contribute to the climate neutrality of urban mobility but also be an appropriate answer to women’s needs, as they tend to travel with public transport to a greater extent than men;

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Or. en




5 d. Welcomes that the EU has reaffirmed its long-term strategic goal to get close to zero deaths and zero serious injuries on European roads by 2050, known as Vision Zero, calls for increased efforts to reach the medium-term goal to reduce deaths and serious injuries by 50 % by 2030;

Or. en




5 e. Insists that regional and local authorities have a key role to play in all stages: planning, preparation and implementation; strongly supports the "partnership principle" and the inclusion of NGOs and other stakeholders, as well as regional and local authorities, in the consultation process; encourages enabling more direct EU funding for local and regional authorities in order to improve efficiency, ensure consistency and reduce administrative burden; recalls that transparency and proactive communication on available funds is also an important requirement to ensure their most effective use;

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Or. en




5 e. Calls on the Commission to reflect the changing nature of urban mobility in its upcoming EU urban mobility framework;

Or. en


Draft opinionParagraph 5 f (new)


5 f. Reminds that 18,844 people lost their lives in road traffic in the EU in 2020 and emphasises that 38% of road deaths occur on urban roads, with 70% of the victims being pedestrians, cyclists and powered two wheelers; emphasises that as the EU becomes more urban, road safety is becoming more and more an urban issue;

Or. en


Draft opinionParagraph 5 g (new)

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5 g. Reminds that speeding is a key factor in around 30 % of fatal road crashes and an aggravating factor in most crashes; notes that lower speed limit zones have also been introduced in some urban areas as a result of altered mobility patterns of Covid-19; calls on the Commission in its expected recommendation on speed, to make 30km/h the default speed on urban roads, as well as encouraging lower speeds of 15 km/h for residential areas predominantly for pedestrians and cyclists and around schools as a tool for improving road safety and encourage active mobility, such cycling and walking;

Or. en




6. Believes that the Commission should ensure that access to EU funding programmes for urban mobility, such as the European Regional Development Fund, the Cohesion Fund and the Connecting Europe Facility, is conditional on existing or prospective sustainable urban mobility plans;

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Or. en



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6. Believes that the Commission should ensure that access to EU funding programmes for urban mobility, such as the European Regional Development Fund, the Cohesion Fund and the Connecting Europe Facility, is conditional on existing or prospective sustainable urban mobility plans (SUMPs) which among others also ensure the highest standards of road safety and particularly protecting vulnerable road users; calls on the Commission to consider ways of supporting cities in preparing their SUMPs according to the highest standards; calls furthermore on the Commission to establish an indicator on the use of EU funds towards effectively improving urban road safety, and particularly ensuring the highest design standards to protect vulnerable road users and foster active mobility;

Or. en





6. Believes that the Commission should ensure that access to EU funding programmes for urban mobility, such as the European Regional Development Fund, the Cohesion Fund and the Connecting Europe Facility, is conditional on existing or prospective sustainable urban mobility plans; considers, finally, that the proposed European Climate Social Fund should alleviate the financial burden of the green transition especially to worse-off communities and neighbourhoods in urban areas;

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Or. en




6 a. Considers that urban areas with maritime ports have special challenges in the post-COVID era and therefore it is important to also consider the differences in port governance when it comes to greening the port, since the governance of the port impacts the tools a port could use to influence green behaviour; considers that greening the port area involves all actors in the port area, and that, beyond greening the activities and operations under the direct responsibility of the port authority, it includes the wide range of activities the different stakeholders undertake in the port area; urges national, regional and local authorities to look at the clustering industry within the port area as a positive contribution to the decarbonisation agenda by avoiding unnecessary transport; considers, finally, that in the field of energy, ports play an increasingly active role in the production, supply and distribution of renewable energy;

Or. en




6 a. Highlights that the European

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Investment Bank (EIB)’ revision of lending policy should enable private investment to improve resilience and accelerate the deployment of sustainable and smart technologies in all transport modes in line with the Smart and Sustainable Mobility Strategy; further highlights that the revised lending policy should boost public and private investment in more sustainable multimodal transport modes; welcomes the EIB’s intention to support, alongside public authorities, ambitious investment programmes fostering sustainable mobility at local and regional level, such as sustainable urban mobility plans and public transport projects;

Or. en




6 a. Considers that the volume of such funding should be enlarged in order for more urban areas to benefit from it; believes that in order to be fully eligible and have priority access to these EU funds, in the field of both urban and inter-urban mobility, programmes, plans and strategies should support particularly rail and cycling infrastructure, including multimodality enablers; requests moreover the Commission to closely monitor that allocated money is actually spent on public transport and active mobility, and to what extent its fragmented budget is delivering;

Or. en

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6 a. Recalls that the urban tourism has played an essential part in creating the design for urban policies; points out that most of EU cities that have suffered from tourism’s drawbacks following the outbreak of the pandemic and they had to search for new and more sustainable modi operandi to restore tourism, leading to an intense use of new digital technologies, that have allowed to better manage urban spaces and the movement of the urban tourists in order to prevent the formation of large groups and risky situations in the context of pandemic;

Or. en




6a. Stresses that the promotion of sustainable mobility must be based on alternative transport systems to the use of private vehicles, such as shared mobility, the success of which is based on changing the behaviour of citizens who tend to favour temporary access to mobility services by adhering to a new lifestyle that favours efficiency, sustainability and sharing;

Or. it

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Amendment 106Cláudia Monteiro de Aguiar



6 a Calls on the Commission and the Member States to pay special attention to Europe's outermost regions, which are severely affected by their natural isolation and fragile ecosystems. It is therefore essential to step up state support for the creation of alternative fuel supply infrastructure and the development of a comprehensive, universally accessible, interoperable and clean public transport network;

Or. pt




6 a. Stresses the need to properly coordinate the different EU initiatives and the different visions and strategies of smart cities within the Urban Agenda; believes that in order to increase the coherence and visibility of the objectives of these strategies, the European Parliament could collaborate closely with the Committee of the Regions;

Or. en


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6 b. Underlines that the ongoing COVID-19 crisis has highlighted and exposed strong disparities between urban and rural areas, such as in the quality and access to basic services i.e. healthcare and transport services; recalls that rural areas, which are home to 30.6% of the EU population, and particularly sparsely populated ones, suffer from a shortage of quality transport infrastructures as well as from low frequency of collective public transport services, which directly affect their connectivity, accessibility and ultimately their socioeconomic development; reiterates that improving and reinforcing rural-urban connectivity can play a decisive role in reversing depopulation trends and addressing post-COVID demographic changes and behaviours, such as the increased spread of teleworking or rural tourism;

Or. en




6 b. Considers that many European ports are located near urban centres and are at the service of and closely linked to the city, their inhabitants, and local communities; considers, in addition, that port authorities are closely interlinked with local and regional authorities and hinterland transport infrastructure and operations, and therefore ports could be a partner in achieving the energy transition

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in the wider region or Member State they are located in, since ports could be important locations for the facilitation, production and supply of clean energy solutions;

Or. en




6 b. Stresses that the Union should strongly support the development of financing schemes for the purchase and procurement of the still more expensive zero-emission vehicles, particularly for public transport fleets, as requested under the Clean Vehicles directive; believes moreover that EU funding instruments such as InvestEU and CEF could steer investments into zero-emission vehicles and the deployment of related charging infrastructure;

Or. en




6 b. Calls on the Member States to mobilise Digital Innovation Hubs, as these have a key role to play in supporting urban authorities in rolling out effective smart-city strategies, in particular, the AI

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should address the specific needs of public authorities in designing the new mobility and transportation models;

Or. en




6 c. Notes that the COVID-19 pandemic has led to the expansion of the home delivery sector and specifically the use of vans and powered two-wheeled vehicles such as mopeds and bicycles, boosting the emergence of new types of platform work and business models; calls on the Commission to ensure that professional van drivers undergo appropriate training and to address the issue of van drivers’fatigue and speeding, particularly as a result of the large increase in the number of home deliveries; calls on the Commission to come up with a recommendation on the safety of delivery personnel, including requirements for employers and companies to ensure the provision and use of safety equipment and safe vehicles, as well as training in the digital tools they might have to use, such as applications and interactive platforms;

Or. en



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6 c. Urges all ‘urban nodes’ in the TEN-T network and all other medium and large cities to have a Sustainable Urban Mobility Plan (SUMP) by 2030 with road safety targets and measures, as foreseen within the Sustainable and Smart Mobility Plan;

Or. en




6 c. Believes that all future measures must be science-based, technologically neutral and they should follow comprehensive impact assessments that take into account the economic, environmental and social consequences;

Or. en




7. Reiterates that sustainable development and the management of urban tourism need to be fully integrated into the wider urban agenda.

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Or. en

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7. Reiterates that sustainable development and the management of urban tourism need to be fully integrated into the wider urban agenda; notes that especially overtourism can have negative environmental and economic impacts such as increased pollution, loss of biodiversity, congestion, infrastructure maintenance costs and rising prices, particularly in housing, as documented in the TRAN study ‘Overtourism: impact and possible policy responses’1a; therefore calls on the Member States to invest in funding to support the shift towards more sustainable, innovative, resilient and high-quality tourism products and services and further contribute to sustainability, out-of-season travel and the geographical dispersion of tourism flows;_________________1a https://www.europarl.europa.eu/RegData/etudes/STUD/2018/629184/IPOL_STU(2018)629184_EN.pdf

Or. en




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7. Reiterates that sustainable and resilient development and the management of urban tourism need to be fully integrated into the wider urban agenda; calls on Member States, regions and local authorities to approach tourists as visitors, committing them to the livelihood of the city or town, and ensure that local and regional legislation allows for a flexible, tailor-made visitor–oriented undertakings;

Or. en





7. Reiterates that sustainable development and the management of urban tourism need to be fully integrated into the wider urban agenda and calls on the Commission to take tourism into account when drawing the new Urban Mobility Package.

Or. en





7. Reiterates that sustainable development and the management of urban tourism need to be fully integrated into the wider urban agenda in order not to affect urban tourism from an economic and

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social standpoint.

Or. ro

Amendment 120Tomasz Piotr Poręba



7 a. Notes that shift to teleworking has had a significant impact on mobility, transport and real estate and that this trend could be long lasting. In this context stresses importance of providing efficient and sustainable public transport beyond administrative borders of cities, especially for commuters, elderly and youngsters; underlines that residents of new housing projects beyond city borders should have better access to public transport, as they are often left with only private car solutions; in this respect, recommends development of rail connections as a good environmental friendly alternative;

Or. en




7 a. Urges policy-makers in urban areas to avoid dogmatic approaches and attain logical, objective and science-based approaches and policies when drafting, implementing, deploying and managing the necessary reforms towards a green transition in urban areas; considers that any policy, especially if it is dedicated to

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mobility, transport, or logistics, should have some degree of civic participations, namely through stakeholders such as neighbourhood associations;

Or. en




7 a. Notes that the tourism sector has also been severely affected by the COVID-19 pandemic, leaving a high number of people in unemployment, exposing the weaknesses of the sector; underlines the need for continuous work between the tourism sector and local, regional and national authorities and any stakeholders, in order to protect the sector from the impacts of future pandemics or any kind of events that risk the operability of tourism activities.

Or. en




7 a. Calls for concrete measures to support the best practices currently employed by national, regional and local authorities, recalls the importance of modern, seamless TEN-T networks and high-speed cross-border services across Europe for unlocking the potential of

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international collective sustainable transport to make tourism more sustainable throughout every season of the year;

Or. en




7a. Considers that ensuring better accessibility to public space for people with reduced mobility should be a priority in public road planning policies; warns, in this regard, of the degradation caused by free-floating scooters being dumped on public roads;

Or. fr




7 a. Underlines that cohesion policy should contribute to better integrating women in policy planning for regional and urban development to design gender-inclusive cities and communities in the post-COVID era;

Or. en


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7b. Recalls that, in terms of volume, cities are the main locations for European tourism; stresses, therefore, the need to plan the mobility offer with specific services for travel related to tourism and other services for everyday mobility;

Or. fr

Amendment 127Tomasz Piotr Poręba



7 b. Calls for strengthen cooperation in the area of urban transport and mobility between European Parliament and Committee of Regions to better address the needs of sustainable and tailored transport in post-COVID-19.

Or. en




7 b. Recalls, in this respect, the need to strengthen urban nodes and public transport, which are an important part of tourists’ experiences and citizens’ everyday lives in tourist destinations;

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Or. en




7c. Notes the widespread use of restricted traffic areas in European cities as a means of limiting air pollution; calls for further development of urban and shared mobility to compensate for the use of private cars in cities.

Or. fr