Apostolos Tzitzikostas

Policy topics Apostolos Tzitzikostas is active on

What Apostolos Tzitzikostas has said (80)

• 2026-07-31 “E-000822/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission Concerning two-wheelers, the Commission has published the overview of Member States’ road safety statistics in country specific profiles 1 . The report assessing Greece’s road safety progress 2 was published on 13 February 2026. More detailed information is available in a thematic report 3 , which also covers Greece until 2024. In 2025 Greece has achieved a significant 22% reduction in fatalities, mainly due to systematic enforcement of helmet wearing & drink-and-drive, and the adoption of the new Road Traffic Code. Under the Social Climate Fund 4 , the Commission is mobilising EUR 86.7 billion between 2026 and 2032, including EUR 4.8 billion for Greece, to ensure a just transition and support vulnerable households and small businesses who are most affected by rising energy and transport costs as Europe moves towards climate neutrality, where zero- and low emission vehicles can be eligible for funding. It is for Greece to identify vulnerable groups needing support most and propose actions. The Commission also adopted, in May 2025, a Recommendation aimed at supporting Member States in tackling transport poverty 5 . The regulatory framework for transport decarbonisation – including the CO2 emission performance standards, the Alternative Fuels Infrastructure Regulation, RefuelEU Maritime, and RefuelEU Aviation – is designed in a way that will promote convergence and not exacerbate inequalities across Member States. Existing inequalities will be further reduced through EU funding instruments such as the Connecting Europe Facility, the funds from which are mainly allocated to the Trans-European Transport Network, which helps to improve connections to less accessible regions, as well as to modernise their infrastructure. 1 https://road-safety.transport.ec.europa.eu/european-road-safety-observatory/data-and-analysis/countryprofiles_en. 2 Commission Staff Working Document ‘Monitoring Road Safety Progress in the EU – Greece’ accompanying the Report on the Implementation of the EU Road Safety Policy Framework at the Mid-Point https://eurlex.europa.eu/legal-content/EN/TXT/?uri=SWD%3A2026%3A44%3AFIN. 3 European Road Safety Observatory: https://road-safety.transport.ec.europa.eu/document/download/0d0ec5d486df-4e30-9a32-3a2730cc7583_en?filename=ERSO-TR-Powered-two-wheelers-20240912.pdf. 4 In compliance with the requirements set out in Regulation 2023/955. 5 Commission Recommendation (EU) 2025/1021 of 22 May 2025 on transport poverty: ensuring affordable, accessible and fair mobility. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32025H1021.”
  EU funding for transportation · Road transport environmental policy
• 2026-07-20 “E-001254/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. Directive 2004/54/EC on minimum safety requirements for tunnels in the Trans-European Road Network 1 does not prevent the reduction of the number of lanes on motorways in tunnels to a single lane, if the safety requirements are met. Similarly, neither Regulation (EU) 2024/1679 on Union guidelines for the development of the trans-European transport network 2 , nor Directive 2008/96/EC on road infrastructure safety management 3 , forbid the reduction to one of the number of lanes of a road. 2. The Commission did not assess and does not plan to challenge these measures which have been put in place to check and improve the safety along the motorway. Traffic organisation measures fall within the remit of the national competent authorities. 3. Directive 1999/62/EC on the charging of vehicles for the use of road infrastructures 4 requires that the level of the infrastructure charge element of a toll levied upon heavy-duty vehicles is equal to, or less than, the level necessary to recover the cost of the infrastructure. There are no specific conditions in competition law on the level of the toll fees in relation to traffic restrictions. 1 OJ L 167, 30.4.2004, p. 39, ELI: http://data.europa.eu/eli/dir/2004/54/oj. 2 OJ L 2024/1679, 28.6.2024, ELI: http://data.europa.eu/eli/reg/2024/1679/oj. 3 OJ L 319 29.11.2008, p. 59, ELI: http://data.europa.eu/eli/dir/2008/96/oj. 4 OJ L 187 20.7.1999, p. 42, ELI: http://data.europa.eu/eli/dir/1999/62/oj.”
  EU transport infrastructure integration · EU Competition policy
• 2026-06-29 “Answer given by Mr Tzitzikostas on behalf of the European Commission 29.6.2026 Written question 1. Under Regulation (EU) 2024/1679, the high-speed railway line between Porto and Vigo is part of the extended core network, with a target completion date set for 2040. So far, no Connecting Europe Facility funding has been allocated to this project. 2. The EU Coordinator attends as an observer the ‘Alta Velocidad(e) España Portugal European Economic Interest Group’ (AVEP) meetings, where the cooperation for the high-speed rail cross-border projects between Portugal and Spain takes place. 3. The Commission is of the view that a timely finalisation of this project by its target completion date, as part of the extended core network, could have a positive impact on territorial cohesion, sustainable mobility and decarbonisation objectives in the regions of Galicia, Spain, and Norte, Portugal.”
  EU transport infrastructure integration · EU support of rail transport · EU funding for transportation
• 2026-06-26 “Meine Damen und Herren Ladies and Gentlemen, It is a great pleasure to be with you in Berlin, on this historic day for Europe's railways. Today, we celebrate far more than a new rail connection. We have completed a major step for the development of high-speed rail, for completing the Trans-European Transport Network and for seamlessly connecting three major EU capital cities, Copenhagen, Berlin and Prague. And this is proof that European cooperation, delivers concrete benefits for citizens, businesses and regions. The connection that we are celebrating today is also strategically important. It runs entirely along the Rhine-Danube and Scandinavian-Mediterranean corridors of the Trans-European Transport Network, the TEN-T. As such, it demonstrates the value and the success of our common cross-border transport network and of the major infrastructure investments that the European Union is supporting: This strategic link has already benefitted from more than 1.5 billion euro under the Connecting Europe Facility; Yet today's achievement is only one chapter in a much larger European story, because in the future, this connection will benefit even more from the major infrastructure investments, supported by the EU through the Connecting Europe Facility, including the Dresden–Prague rail link and the Fehmarn Belt fixed link. These two flagship projects are improving rail connectivity between Central and Northern Europe, and therefore, have significance far beyond the regions they directly serve. They are vital for seamless cross-border travel, and will allow significantly shorter routing and journey times. The Prague-Dresden link for example, closes a critical gap in Europe's rail network, strengthening connections between German ports and Central European economic hubs. Once completed, together with the planned speed upgrades on the Czech side, it will reduce travel times between Prague and Dresden by one and a half hours, reducing overall travel time from Prague to Berlin to 2 hours 15 minutes. To realise this vision, decisive national commitment is required. I therefore encourage Germany to reflect this in its 2027 budget, allowing the Dresden–Prague project to move from preparation to implementation. The European Union has consistently supported the preparatory work, and will continue to do so. The other major cross-border project on the Prague-Berlin-Copenhagen connection, is the Fehmarnbelt fixed link between Germany and Denmark. It will remove a major infrastructure and capacity bottleneck between Scandinavia and continental Europe, and allow more efficient cross-border passenger and freight rail transport. In line with the EU's objectives for high-speed rail, the project will deliver substantial reduction in travel time and distance for passengers, while creating additional capacity for freight transport. In the future, Copenhagen will be reachable from Hamburg in two and a half hours and from Berlin in four hours. Works on the Fehmarnbelt tunnel are progressing well, and we saw the first tunnel element immersed in the sea in April. Progress is also being made on the German access routes, especially on the island of Fehmarn and the adjacent section on the mainland. However, work needs to accelerate on the remaining sections, so that the tunnel and access routes can be opened at the same time. So, I encourage Germany, together with its Danish counterparts, to explore every possibility to accelerate implementation. As with the Prague-Dresden link, the Commission will continue to support this project in the years ahead. Ladies and Gentlemen, To deliver projects of this scale and strategic value, Europe must match ambition with investment. This is why the Commission proposed biggest ever budget for the Connecting Europe Facility, 51.5 billion euro. So, keeping this ambition alive is now in your hands. And I count on your support, to ensure that sufficient funds are available, to complete the vital cross-border projects. High-speed rail is not just about reducing travel times. It is about bringing Europeans closer together. It is about strengthening our security. It is about boosting our competitiveness. And it is about leading the global race for sustainable transport. Ultimately, it is about making rail the backbone of a carbon-neutral, resilient and competitive Europe. These are precisely the objectives of the EU action plan on high-speed rail that I presented in November. And the response to that Action Plan has been overwhelmingly positive. Since then, we have been working hard to put the plan into action, and we will continue to do so. First, a new work plan for the European Rail Traffic Management system was adopted. Second, EU-wide technical standardisation of rail products is progressing. This reduces prices and gives easier access to rolling stock for new operators. Ultimately, harmonised technical standards across Europe, will allow trains to move more smoothly across national networks. And this will be a game changer for seamless cross border rail travel. Third, regarding financing, the Commission is working towards a High-Speed Rail Deal. An important meeting with all stakeholders took place yesterday in Brussels, and work will continue throughout 2026. Fourth, the Commission has proposed new legislation on rail ticketing, as part of the passenger package that I presented in May. With this initiative, we want to make travel across all 27 Member States, simpler, smarter and more passenger friendly. Today booking international rail journeys is often complicated, time-consuming and confusing. Rail is one of the safest, most comfortable and most sustainable ways to travel. Yet, we do not yet have a truly seamless passenger experience. The Passenger Mobility Package therefore, aims to simplify the planning and booking of regional, long-distance and international journeys, particularly where several operators are involved. Our vision is clear: One journey, one ticket, full passenger rights. Now, I look forward to constructive negotiations with both the Council and the European Parliament. Furthermore, the EU's co-legislators have adopted the regulation on railway capacity. It has recently entered into force and will help address some of the key challenges faced by the rail freight market. It introduces more flexible capacity management processes better adapted to freight operators' needs. New rules on temporary capacity restrictions will benefit all rail operators. Cross-border bottlenecks will be reduced through stronger cooperation between infrastructure managers when allocating international capacity. And infrastructure managers will be encouraged to better coordinate and plan infrastructure works, while respecting their commitments. Ladies and gentlemen For me, cross-border rail connections and the infrastructure investments that make them possible embody the very essence of European transport policy. And indeed, they reflect the very essence of the European Union project itself. They are about connecting people, regions and economies. They are about competitiveness, modernisation and sustainability. They are about turning European vision into practical reality. And they demonstrate that when Europe invests together, Europe succeeds together. That is why I look forward not only to the success of this new connection between Copenhagen, Berlin and Prague, but also to its future improvement through the completion of the Dresden–Prague and Fehmarn Belt projects. Together, they will help create a European rail network that is faster, more secure and more competitive. A network that brings Europeans closer together. And a network that reflects the very best of what Europe can achieve when it acts with ambition, cooperation and determination. Thank you.”
  EU support of rail transport
• 2026-06-19 “Deputy Prime Ministers, Ministers, colleagues, ladies and gentlemen, It is a great pleasure to join you at today's Transport Investment Summit. I would like to thank the Transport Community Secretariat, the EIB, and EBRD, for bringing together policymakers, investors, financial institutions, and industry representatives, around a shared objective: building a modern, sustainable and resilient transport network in this region. One that connects people, economies and opportunities across Europe. I would also like to express my gratitude to the Greek Ministry of Infrastructure and Transportation for hosting us here in Thessaloniki. As you know, this city holds a special significance, and not only because it is my hometown. It was here, in 2003, that the leaders of the EU, its Member States and the Western Balkan partners adopted a Declaration that, for the first time, unequivocally affirmed the Western Balkans' European future. I remember that moment vividly. The message was clear: “The future of the Balkans is within the European Union.” More than two decades later, we have seen major achievements, but also significant challenges. Today, we stand at the beginning of a new chapter. Two weeks ago, at the EU–Western Balkans Summit in Montenegro, the leaders reaffirmed the commitment made in 2003. They also recognised that in a world of growing geopolitical uncertainty, enlargement is a strategic investment in our shared stability, prosperity and security. But commitment must be matched by delivery. Enlargement is a process of transformation. It requires determination, reforms and sustained investment. Allow me therefore to repeat a message I delivered at the Transport Community Ministerial Council in Brussels last December: the time has come to fulfil the promise made in Thessaloniki in 2003. And transport investment has a critical role to play in making that promise a reality. Ladies and gentlemen, Connectivity brings economies closer together, reduces barriers to trade, strengthens competitiveness, and accelerates convergence with the EU. Modern transport infrastructure helps businesses access markets, attracts investment, supports tourism, creates jobs and improves citizens' daily lives. It also strengthens resilience and security. And that is why this Summit is so timely. The EU has set out a clear vision for the future of connectivity through the revised TEN-T Regulation. It sets ambitious milestones that will shape Europe's growth, competitiveness, security and territorial cohesion. Connectivity with the Western Balkans, Ukraine, and Moldova is central to this agenda. Investing in these links will be a key driver of integration, economic resilience, and shared prosperity for the long term. Today, we must translate this framework into accelerated delivery on the ground. We have immense opportunity ahead of us. But the challenges are also significant. Completing missing links and removing long-standing bottlenecks will require sustained investment in rail, road, ports, inland waterways and airports across the region The EU is already making an unprecedented contribution in the Western Balkans through the Growth Plan. Yet we all recognise that public funding alone is not sufficient. The challenge before us is therefore not only to mobilise financing, it is to mobilise partnerships, between governments and international financial institutions, between regional partners, and between the public and private sectors. Dear colleagues, The success of the TEN-T extension depends fundamentally on regional cooperation. Transport corridors do not stop at national borders. A railway is only as efficient as its weakest cross-border section. A port's hinterland connections allow it to reach its full potential. This is why the work of the Transport Community is so important. It provides the platform through which partners can align priorities, coordinate investments and solve common challenges. It is also why the new European Transport Corridors, including the Western Balkans–Eastern Mediterranean Corridor, and the corridors extending to Ukraine and Moldova, are game-changers. They are much more than transport routes. They are strategic connections within the EU, as well as between the EU and neighbourhood partners. In a world where supply chains are increasingly exposed to disruption, investing in efficient and resilient corridors buys us more stability. The finalisation of the Corridor Work Plans this year will mark an important milestone. It is then our collective responsibility to ensure that concrete delivery follows on the ground, with clear timelines and accountability. This means prioritising projects with the greatest regional impact, ensuring interoperability, accelerating implementation, and maintaining close cooperation between all stakeholders. Ladies and gentlemen, Not all investment is equal. Quality matters as much as quantity. We need infrastructure that is sustainable, climate-resilient, digitally enabled, and able to support military mobility where needed. We must also pay close attention to the security of critical infrastructure, ensuring that investments in strategic assets are consistent with long-term resilience. This requires openness to innovation and expertise. And this brings me to the role of our companies in delivering on our transport ambitions. Europe is home to world-leading engineering firms, construction companies, technology providers, railway manufacturers, logistics operators and infrastructure investors. At the same time, the Western Balkans, Ukraine, and Moldova can boast growing local expertise, entrepreneurship and a highly skilled workforce. If we combine our strengths, the results will be stronger projects, better value for money and faster convergence with EU standards. So let's ensure that information about upcoming projects is transparent, accessible and communicated early. We must strengthen procurement systems and project pipelines. We must create investment conditions that are predictable, fair and competitive. And we must encourage partnerships that facilitate knowledge transfer, skills development and technological upgrades. Greater participation by both EU and local companies will improve implementation, develop local supply chains, create quality jobs and strengthen the long-term economic benefits of transport investment. Ladies and gentlemen, The coming years will be decisive. The deadlines established under the TEN-T framework are ambitious, but I am confident that we can succeed. This Summit is an opportunity to move from discussion to implementation, to clarify priorities, strengthen partnerships, and improve coordination across all stakeholders. Together, we can transform plans into projects, projects into infrastructure, and infrastructure into lasting prosperity for our citizens. Thank you!”
  EU transport infrastructure integration
• 2026-06-18 “Answer given by Mr Tzitzikostas on behalf of the European Commission 18.6.2026 Written question The Commission, in cooperation with the European Maritime Safety Agency (EMSA), monitored the situation of tanker Arctic Metagaz and provided satellite imagery to all parties involved from 3 March to 30 April 2026 by the Integrated Maritime Surveillance. The vessel no longer contains flammable content and no related oil spills were detected. The Commission, through its Emergency Response Coordination Centre, facilitated coordination and information exchange among authorities during the incident. This incident demonstrates the seriousness of environmental threats posed, the need for involved States to act when there is a ship in need of assistance and to provide continuous monitoring to mitigate the risks posed, including by the shadow fleet. While the vessel is not in the vicinity of Malta or the Italian Pelagie Islands, such incidents may pose risks to vulnerable coastal and island territories, sensitive marine ecosystems, fisheries and critical infrastructure [1] . The Commission is actively working to further enhance the maritime domain awareness and information sharing among Member States authorities, beyond the well-established and continuously refined EMSA-hosted Union Maritime Information and Exchange System [2] . The Commission will continue to work with Member States, EMSA and international partners to ensure preparedness and effective response. The Commission also supports coastguard cooperation, in particular in the Mediterranean area, through the Mediterranean Coast Guard Function Forum (MEDCGFF). The Commission encourages Member States to step up their efforts in the maritime domain to address the complex maritime challenges faced today. [1] Including desalination-dependent water supply systems. [2] SafeSeaNet legally mandated under Directive 2002/59/EC — Vessel Traffic Monitoring including The Union Maritime Information and Exchange System.”
  EU ocean policy
• 2026-06-18 “Answer given by Mr Tzitzikostas on behalf of the European Commission 18.6.2026 Written question According to Article 7(2) of Regulation (EC) No 1370/2007 [1] , it is for the competent authorities to ensure that, at least one year before the launch of the invitation to tender procedure, specific information on the envisaged award is published in the Official Journal of the European Union. The Bulgarian authorities published two notices to comply with Article 7(2) for the tendering procedure aiming to liberalise rail passenger transport . A prior notice published on 31 October 2023 [2] was complemented on 4 August 2025 [3] . Bulgaria carried out tenders for three lots, which were awarded to two different operators, the incumbent Bulgarian State Railways and Ivkoni Express EAD. The Commission does not have indications that those tenders may have breached EU State aid or competition rules. Persons having had an interest in obtaining a particular contract may ask for a review of award decisions. A mechanism for a rapid and effective review is mandatory under Article 5(7) of Regulation (EC) No 1370/2007. Public service compensation for the operation of public passenger transport services paid in accordance with Regulation (EC) No 1370/2007 shall be compatible with the common market. Such compensation shall be exempt from the prior notification requirement laid down in Article 108(3) of the Treaty on the Functioning of the EU. In addition, Member States have a wide margin of discretion in organising the transport services required by their population. In the light of the above, the Commission does not plan at this stage any follow-up action either as regards an alleged breach of competition rules or the tender itself. [1] https://eur-lex.europa.eu/eli/reg/2007/1370/oj/eng. [2] https://ted.europa.eu/en/notice/-/detail/664188-2023. [3] https://ted.europa.eu/en/notice/-/detail/507109-2025.”
  EU Competition policy · EU support of rail transport
• 2026-06-15 “Answer given by Mr Tzitzikostas on behalf of the European Commission 15.6.2026 Written question According to Article 17(7) of Directive (EU) 2016/798 [1] , national safety authorities (NSA) shall supervise the trackside, control-command and signalling, energy and infrastructure subsystems and ensure that they are in compliance with the essential requirements, including the requirements on safety, reliability and maintenance mentioned in the Honourable Member’s question, no matter if detailed in EU specifications, standards, common safety methods or not. The same article specifies that if the NSA finds that an infrastructure manager no longer satisfies the conditions for its safety authorisation in this or another respect, it shall restrict or revoke that authorisation, giving reasons for its decision. From these provisions follows the core responsibility of NSAs for supervising the rail infrastructure maintenance and to intervening in cases of non-compliance. The Commission cannot replace the NSA in these tasks, nor has it the necessary tools to investigate these findings further. The Commission notes that the infringement procedure INFR(2023)2036 [2] does not cover the issue of maintenance of railway infrastructure. The Rail Safety Action Plan established by Greece as a response to the above infringement and the technical assistance project run by the EU Agency for Railways to support the Plan’s implementation, cover training and capacity building actions addressed to national authorities, bodies and stakeholders. Neither the Plan nor the technical assistance project focuses on specific railway lines or their sections, including line Tithorea-Domokos. [1] Directive (EU) 2016/798 of the European Parliament and of the Council of 11 May 2016 on railway safety, OJ L 138 26.5.2016, p. 102, ELI: http://data.europa.eu/eli/dir/2016/798. [2] P ress release https://ec.europa.eu/commission/presscorner/detail/en/inf_24_6006.”
  EU transport infrastructure integration · EU support of rail transport
• 2026-06-09 “Ladies and gentlemen, Thank you for your invitation to speak at the European Sustainable Tourism Mobility Forum. Unfortunately, I cannot be with you in person today, but I am delighted to have the opportunity to speak to you about a sector that lies at the heart of Europe's economy, identity and way of life.Tourism showcases what Europe does best. It highlights the extraordinary cultural richness and diversity of our countries and regions, connects people and communities, and remains one of Europe's greatest success stories. Yet this strategic industry faces major challenges that threaten its growth and competitiveness. Climate change and extreme weather events are affecting destinations across Europe. Some areas are also struggling with overcrowding and pressure on local infrastructure. At the same time, the sector continues to face structural problems, including labour shortages, skills gaps and an ageing workforce. Geopolitical instability adds another layer of uncertainty. The crisis in the Middle East demonstrates how quickly travel flows, connectivity and tourism businesses can be disrupted, increasing costs and affecting consumer confidence. To address these challenges, Europe needs a more resilient, smarter and sustainable tourism model. This is why, later this year, I will present Europe's first-ever Strategy for Tourism. The strategy will strengthen Europe's position as the world's leading tourism destination, while balancing economic growth with environmental protection and the wellbeing of local communities. It will accelerate the transition towards more sustainable and digital tourism, improve resilience to climate, economic and geopolitical shocks, and support the long-term competitiveness of destinations and businesses across Europe. Ladies and Gentlemen, Sustainability will be a central pillar of this effort. Tourism depends on the natural and cultural assets that make Europe unique. The sector must therefore lead by example, strengthening environmental responsibility and helping protect the landscapes and communities on which it relies. We are determined to make sustainability a competitive advantage for European tourism. At the same time, tourists and local residents should have access to sustainable forms of transport that are convenient, accessible and affordable. The Commission is already acting to reduce tourism's carbon footprint through initiatives that promote more sustainable connectivity, particularly for cities, islands, rural areas and outermost regions. Travellers also need the right information to make sustainable choices. Initiatives such as CountEmissionsEU and the EU Flight Emissions Label will provide greater transparency by allowing passengers to compare the estimated emissions associated with different travel options. For cities, we will continue updating the Sustainable Urban Mobility Plan guidelines, to help local authorities better plan for the mobility needs of tourists and operators. But the transition to a more sustainable and innovative tourism model will only succeed if people remain at its centre. Europe's tourism and hospitality sectors have faced labour and skills shortages for many years.Today, the sector lacks around one million workers, while 92% of tourism SMEs report difficulties in finding skilled staff. We are already responding through initiatives such as the Large-Scale Skills Partnership for Tourism, which helps attract talent and equip workers with the digital and green skills needed for the future. However, we can and must do more. As part of the upcoming strategy, I will propose the creation of a European Tourism Skills Academy. Through an accessible online platform, it will provide affordable training in sustainability, digital skills, entrepreneurship, accessibility, crisis preparedness and soft skills. It will build on the best results of EU-funded programmes and projects, bringing together practical needs and effective solutions. The Commission also supports regional skills partnerships through the Pact for Skills. There are now 26 such partnerships across the European Union, helping people develop new skills and strengthen existing ones. I encourage the Large-Scale Skills Partnership for Tourism to build synergies with these initiatives and explore new regional partnerships where needed. In this context, next year's International Year of Sustainable and Resilient Tourism comes at exactly the right moment. It offers an opportunity to place tourism higher on the global political agenda and to promote it as a driver of resilience, sustainability and international cooperation. Like our future European strategy, it recognizes that tourism is more than an economic sector. It is a force for connecting people, supporting communities and advancing environmental protection and social inclusion. Ladies and Gentlemen, We are facing many challenges, but with close cooperation and hard work we will succeed. Thank you.”
  Climate efforts
• 2026-06-05 “Answer given by Mr Tzitzikostas on behalf of the European Commission 5.6.2026 Written question 1. The European Heritage Label (EHL), with 80 sites, focuses on promotion, access, and education. Although the number of sites is increasing , its impact on tourism in Europe remains limited. The latest evaluation of the European Capitals of Culture (ECoC) [1] shows that it drives tourism, particularly in smaller, less-visited cities. An increasing number of small and medium-sized cities take part in the ECoC competition and hold the ECoC title. 2. Almost 50% of EHL sites are in rural settings or smaller towns, highlighting European significance in regions [2] . Therefore, allocation of resources for communications and capacity building for these sites is already significant, and itis continuously evaluated and used to inform future actions. The Commission is drafting the proposal for the post-2033 ECoC legal framework, considering the latest evaluation, the Call for Evidence and recommendations from stakeholders. The promotion of local heritage, also in rural areas, will be taken into consideration in the general ECoC purpose to develop cultural programmes with a strong European dimension. The Commission is also considering new actions to promote emerging and less known destinations through the upcoming European Sustainable Tourism Strategy. 3. Ongoing evaluation of the action and feedback from the open public consultation and call for evidence do not show that EHL sites face conservation challenges from unbalanced tourism. Therefore, it is not expected to adapt the criteria in that regard. The Commission is updating the selection criteria of the ECoC. It will especially consider the sustainability dimension but also the legacy dimension. [1] https://culture.ec.europa.eu/whats-new/news/european-commission-evaluates-impact-of-european-capitals-of-culture. [2] https://op.europa.eu/en/publication-detail/-/publication/b8f452ec-fb06-11ef-b7db-01aa75ed71a1.”
  EU and national cultural identities · EU strategy for tourism development
• 2026-06-05 “Answer given by Mr Tzitzikostas on behalf of the European Commission 5.6.2026 Written question 1. The December 2025 Commission proposal amending the CO 2 emission standards for cars and vans is aligned with the climate targets and objectives established in the European Climate Law [1] . It maintains ambitious emission reduction targets to ensure a strong market signal for zero-emission vehicles, while providing vehicle manufacturers with more flexibility to achieve their targets. 2. And 3. The ReFuelEU Aviation Regulation [2] aims to scale up sustainable aviation fuels (SAF) to decarbonise aviation, while preserving internal market and decrease reliance on imported fossil fuels. The 2025 ReFuelEU Aviation Annual Technical Report [3] shows that the sector is on track to meet its SAF obligations for 2025-2029. The Sustainable Transport Investment Plan [4] aims to accelerate the transition to SAF and mobilise at least EUR 2.9 billion until the end of 2027 for production of sustainable fuels for aviation and maritime transport. In response, eight Member States launched in December 2025 an Early Movers Coalition for hydrogen-based SAF (eSAF) [5] . To address the EU aviation’s new pressures stemming from rapidly changing global environment, as illustrated by the supply shock caused by the closure of the Strait of Hormuz, the Commission is preparing an EU Aviation Strategy. The strategy will aim to support the EU aviation industry’s competitiveness and global leadership by embracing the sector’s green and digital transformation, boosting investments in innovation, while enhancing the EU strategic autonomy and shielding from unfair competition. [1] https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52025PC0995. [2] https://eur-lex.europa.eu/eli/reg/2023/2405/oj/eng. [3] https://www.easa.europa.eu/en/document-library/general-publications/refueleu-aviation-annual-technical-report-2025. [4] https://transport.ec.europa.eu/document/download/73447373-de2a-4ba4-9371-36d1186035d4_en?filename=COM_2025_664_STIP.pdf. [5] https://transport.ec.europa.eu/news-events/news/eu-launches-early-movers-coalition-accelerate-sustainable-aviation-fuel-uptake-2025-12-04_en.”
  Decarbonisation of aviation sector · Road transport environmental policy
• 2026-06-04 “Answer given by Mr Tzitzikostas on behalf of the European Commission 4.6.2026 Written question The Commission is addressing infrastructure gaps to strengthen Greek exports through the new trans-European transport network (TEN-T) Regulation (EU) 2024/1679 [1] , which establishes the Western Balkans-Eastern Mediterranean (WBEM) European Transport Corridor and mandatory standards for 2030, 2040 and 2050. Focus is placed on three pillars: 1. Completing Corridor X. Corridor X is the operational backbone linking the ports of Piraeus and Thessaloniki to Central Europe; it is the most effective way to boost the flow of Greek exports. 2. Binding technical standards. By 2030, the core rail network must be electrified, support 100km/h freight speeds, and European Rail Traffic Management System deployment. 3. Coordinated governance. The European Coordinator for the Western Balkans-Eastern Mediterranean Core Network Corridor will deliver the WBEM work plan by July 2026, seeking to synchronize cross-border investments to eliminate bottlenecks. Financial support is provided through the Instrument for Pre-accession Assistance, the Western Balkans Investment Framework, and the Connecting Europe Facility [2] . Crucially, the new EUR 6 billion Reform and Growth Facility [3] links funding to reforms and TEN-T compliance. Finally, the memorandum of understanding signed by Greece, Bulgaria and Romania on Enhanced Cross-Border Cooperation in the framework of the Black Sea-Aegean Sea Corridor Platform (BACP) strengthens the key north-south corridor in South East Europe. The trilateral political agreement reinforces connectivity for citizens and businesses and reinforcing Europe’s security, competitiveness and resilience across the Aegean, the Black Sea and the Danube. [1] http://data.europa.eu/eli/reg/2024/1679/oj. [2] http://data.europa.eu/eli/reg/2021/1153/oj. [3] http://data.europa.eu/eli/reg/2024/1449/oj.”
  EU funding for transportation · EU transport infrastructure integration
• 2026-06-03 “Answer given by Mr Tzitzikostas on behalf of the European Commission 3.6.2026 Written question National legislation must guarantee that rail accident investigations are carried out independently, efficiently and within the shortest time. Pursuant to Article 22(1) of Directive (EU) 2016/798 [1] , national investigating bodies established by the Member States must be independent in their organisation, legal structure and decision-making from any party whose interests could conflict with tasks entrusted to such bodies. Article 21 of Directive (EU) 2016/798 defines the principles and requirements to be established in national law as regards the legal status of investigations, cooperation between investigating authorities, other authorities and courts, and rights of investigators including their right to access any relevant information. The Commission has not received evidence from the Spanish investigating body suggesting that the investigation cannot be carried out independently, nor that the national legislation fails to guarantee the rights of investigators, notably the right to access any suitable evidence. Responsibility for guaranteeing that the procedures under national law pertaining to the investigation of rail accidents are adequate lies primarily with national authorities and courts. The Commission, as guardian of the Treaty, may initiate an infringement procedure, as appropriate, in case of solid evidence of breach of Union law. [1] http://data.europa.eu/eli/dir/2016/798/oj.”
  EU policy on aviation safety
• 2026-06-01 “Κύριε Πρωθυπουργέ, Κύριε Γενικέ Γραμματέα του ΙΜΟ Κυρία Πρόεδρε των Ελλήνων εφοπλιστών Κυρίες και κύριοι, Είναι μεγάλη μου τιμή και χαρά να βρίσκομαι σήμερα εδώ.Τα Ποσειδώνια είναι μια διοργάνωση που εδώ και δεκαετίες, αποτελεί έναν από τους σημαντικότερους θεσμούς της ναυτιλίας παγκοσμίως. Εδω συναντώνται οι άνθρωποι, που κινούν το παγκόσμιο εμπόριο, οι άνθρωποι που κρατούν συνδεδεμένες τις οικονομίες και τις κοινωνίες μας. Και φυσικά δεν υπάρχει καλύτερος τόπος διεξαγωγής αυτής της συνάντησης, από την Ελλάδα, που η θάλασσα δεν είναι απλώς γεωγραφία, είναι ιστορία, είναι ταυτότητα, είναι οικονομία και μέλλον. Κυρίες και κύριοι. Τα Ποσειδώνια 2026, αποτελούν μια πραγματική γιορτή για τη ναυτιλία, έναν κλάδο που διαμόρφωσε τον ευρωπαϊκό τρόπο ζωής μας, έναν κλάδο στον οποίο η Ελλάδα ηγείται διεθνώς. Η Ελλάδα και ο Πειραιάς είναι η «Silicon Valley» της παγκόσμιας ναυτιλίας.Ταυτόχρονα όμως, πρέπει εδώ να μιλήσουμε και για τις προκλήσεις που αντιμετωπίζει σήμερα η ναυτιλία, καθώς ο κόσμος στον οποίο ζούμε, γίνεται κάθε ημέρα πιο αβέβαιος για το ελεύθερο εμπόριο και την ελευθερία της ναυσιπλοΐας. Θα ήθελα λοιπόν να ξεκινήσω από την κρίση στη Μέση Ανατολή, και κυρίως από τους ανθρώπους που βρίσκονται εγκλωβισμένοι μέσα σε αυτή την κρίση, τους ναυτικούς μας. Καθώς κυρίες και κύριοι, ο πόλεμος εισέρχεται πλέον στον τέταρτο μήνα, υπάρχει ένας πραγματικός κίνδυνος: να θεωρήσουμε το κλείσιμο των Στενών του Ορμούζ ως μια νέα κανονικότητα. Αυτό όμως είναι βαθιά προβληματικό και επικίνδυνο. Δεκάδες χιλιάδες ναυτικοί παραμένουν εγκλωβισμένοι στον Περσικό Κόλπο. Άνθρωποι, που πήγαν εκεί για να κάνουν τη δουλειά τους. Μια δουλειά από την οποία εξαρτάται η παγκόσμια οικονομία. Και σήμερα βρίσκονται αντιμέτωποι με απομόνωση και αβεβαιότητα, με την αγωνία των οικογενειών τους, που βρίσκεται χιλιάδες χιλιόμετρα μακριά. Το έχω πει λοιπόν και θα το επαναλάβω: Η ασφάλεια των ναυτικών πρέπει να είναι και είναι, η απόλυτη προτεραιότητά μας. Για αυτό θέλω και από την πλευρά μου, να ενώσω τη φωνή μου με τη δική σας φωνή, πιστεύοντας ότι απαιτείται ακόμη εντονότερη κινητοποίηση και διάλογος με όλα τα εμπλεκόμενα μέρη, και ιδιαίτερα με το Ιράν. Γιατί η ελευθερία της ναυσιπλοΐας δεν είναι απλώς επιχειρησιακό ζήτημα. Είναι θεμελιώδης αρχή του διεθνούς δικαίου.Τα Στενά του Ορμούζ αποτελούν μία από τις σημαντικότερες θαλάσσιες αρτηρίες του κόσμου. Δεν μπορούμε να αποδεχθούμε περιορισμούς, πληρωμές διέλευσης, de facto διόδια, ή πρακτικές εξαναγκασμού σε διεθνή ύδατα. Και πιστέψτε με, Κατανοώ πλήρως την πίεση που δέχεται ο κλάδος. Κατανοώ και την ανάγκη και την αγωνία που βιώνει να προσαρμοστεί. Όμως αν υποχωρήσουμε σήμερα, αυτό θα δημιουργήσει ένα επικίνδυνο προηγούμενο, θέτοντας τελικά σε κίνδυνο, τις αρχές την ναυσιπλοΐας που υποδομήθηκαν επί δεκαετίες. Κυρίες και Κύριοι Η ναυτιλία μεταφέρει σχεδόν το 80% του εξωτερικού εμπορίου της Ευρωπαϊκής Ένωσης. Μόνο η αξία των θαλάσσιων εισαγωγών της Ευρωπαϊκής Ένωσης αγγίζει τα 1,3 τρισεκατομμύρια ευρώ ετησίως. Η Ευρώπη διαθέτει πάνω από 300 ναυπηγεία και 28.000 κατασκευαστές ναυτιλιακού εξοπλισμού. Οι αριθμοί αυτοί αποδεικνύουν κάτι ξεκάθαρο: χωρίς πλοία, χωρίς λιμάνια, δεν υπάρχει ανταγωνιστική Ευρώπη. Για αυτό άλλωστε και πριν ξεσπάσει η Κρίση στη Μέση Ανατολή, παρουσίασα δύο νέες κομβικές στρατηγικές: την Ευρωπαϊκή Βιομηχανική Πολιτική για τη Ναυτιλία και την Πολιτική για τα Ευρωπαϊκά Λιμάνια. Γιατί μπροστά μας, κυρίες και κύριοι, έχουμε μία μοναδική ευκαιρία: να διασφαλίσουμε ότι η Ευρώπη δεν θα ακολουθήσει απλώς τις παγκόσμιες εξελίξεις, αλλά θα τις καθοδηγήσει. Οι στόχοι μας είναι ξεκάθαροι: Να διατηρήσουμε την ηγετική μας θέση. Να ενισχύσουμε τον στόλο μας. Να αυξήσουμε την ανταγωνιστικότητά μας. Να μετατρέψουμε τα λιμάνια σε κόμβους ενέργειας, καινοτομίας και ασφάλειας. Μέσα λοιπόν, από τις στρατηγικές που παρουσίασα, και ειδικά ως απάντηση στον παγκόσμιο ανταγωνισμό, αναγνωρίζουμε και επαναβεβαιώνουμε τη κομβική σημασία που έχουν, τα εθνικά πλαίσια στήριξης των Κρατών-Μελών, όπως το σύστημα φόρου χωρητικότητας, το tonnage tax, ως βασικό εργαλείο για τη διατήρηση ελκυστικών εθνικών και άρα ευρωπαϊκών νηολογίων. Ταυτόχρονα, μειώνουμε τη γραφειοκρατία και τις διαδικασίες για τους πλοιοκτήτες, και απλοποιούμε τις απαιτήσεις αναφοράς τους ETS και του FuelEU Maritime. Την ίδια στιγμή, τα Κράτη – Μέλη πρέπει επίσης να προωθήσουν ρεαλιστικά μέτρα και να καταστήσουν πιο αποτελεσματικές τις εθνικές διοικητικές διαδικασίες. Παράλληλα, επενδύουμε στην ανάπτυξη προτύπων ασφάλειας στον IMO, για εναλλακτικά καύσιμα, για την πυρηνική ενέργεια, και για την αυτοματοποίηση, πεδία στα οποία η Ευρώπη, και ιδιαίτερα ο ελληνόκτητος στόλος, είναι ή μπορούν να πρωταγωνιστήσουν. Και εδώ θέλω να το υπογραμμίσω: Η συνεχιζόμενη χρηματοδότηση από την Ευρωπαϊκή Ένωση, αποδεικνύει την ισχυρή και αταλάντευτη δέσμευσή μας, ως προς τους στόχους μας. Και καθώς η συζήτηση πλέον στρέφεται στην επόμενη προγραμματική περίοδο, στον επόμενο προϋπολογισμό της Ευρωπαϊκής Ένωσης, μπορώ να πω ότι αναμένω, πως το Ευρωπαϊκό Ταμείο Ανταγωνιστικότητας, θα αποτελέσει βασικό πυλώνα στήριξης του ναυτιλιακού τομέα. Γνωρίζω επίσης, ότι συνολικά η ενεργειακή μετάβαση συνεπάγεται κόστος. Και εδώ θέλω να είμαι σαφής: οι ευρωπαϊκές εταιρείες δεν θα πληρώσουν δύο φορές, και στην Ευρώπη και στον IMO. Και θεωρώ αυτονόητο ότι τα έσοδα που προέρχονται από τη ναυτιλία μέσω του ETS πρέπει να επιστρέψουν στον κλάδο, για να χρηματοδοτήσουν: καθαρά καύσιμα, νέα συστήματα πρόωσης, τεχνολογίες του μέλλοντος. Εξίσου σημαντικό, θα πρέπει να ενισχύσουμε τις δυνατότητες ναυπήγησης και παραγωγής ναυτιλιακού εξοπλισμού στην Ευρώπη και θα ήθελα να συγχαρώ την Ελλάδα για την προτεραιότητα που δίνει σε αυτό τον τομέα. Κυρίες και Κύριοι Η ναυτιλία είναι οικονομική και στρατηγική ισχύς. Πιστεύω ότι ένα σταθερό, συνεπές και προβλέψιμο ρυθμιστικό περιβάλλον θα ενισχύσει τις επενδύσεις εντός της Ευρωπαϊκής Ένωσης. Το ίδιο και οι προσπάθειές μας στις κεφαλαιαγορές, για την άρση των εμποδίων, την ενίσχυση των θεσμικών επενδύσεων και τη διευκόλυνση των διασυνοριακών κεφαλαίων. Και βεβαίως, ένας ισχυρός ναυτιλιακός τομέας χρειάζεται ισχυρά λιμάνια. Σήμερα τα λιμάνια δεν είναι απλώς πύλες εμπορίουΕίναι στρατηγικές υποδομές. Η Ευρωπαϊκή Στρατηγική για τα Λιμάνια, θέτει ως βασικό στόχο τη στήριξη των λιμένων στην ενεργειακή μετάβαση της ναυτιλίας, μέσω υποδομών εναλλακτικών καυσίμων, μέσω ηλεκτροδότησης από την ξηρά, μέσα από ισχυρότερες ενεργειακές διασυνδέσεις αλλά και μέσα από επενδύσεις στην ψηφιοποίηση και την κυβερνοασφάλεια στην ανθεκτικότητα, και στην ασφάλεια της Ευρώπης. Κλείνοντας κυρίες και κύριοι, επιτρέψτε μου να πω δυο λόγια για τον IMO και τις παγκόσμιες προσπάθειες περιορισμού των εκπομπών αερίων του θερμοκηπίου. Η πλειονότητα των Κρατών-Μελών του IMO επιθυμεί ένα πλαίσιο το οποίο θα μειώσει τις εκπομπές αεριών του θερμοκηπίου, στις οποίες άλλωστε η ναυτιλία συμβάλει μόνο το 2% των παγκόσμιων συνολικών εκπομπών, αλλά και ένα πλαίσιο το οποίο είναι ρεαλιστικό και αφουγκράζεται τις ανησυχίες του κλάδου. Η Ευρωπαϊκή Ένωση διαθέτει πλέον νέα διαπραγματευτική εντολή, που επιδιώκει ρεαλιστικές λύσεις οι οποίες θα οδηγήσουν στην συναίνεση, που είναι απαραίτητη για να εφαρμοστούν τα νέα μέτρα. Αλλά τα μέτρα αυτά θα πρέπει να είναι δίκαια, ρεαλιστικά, εφαρμόσιμα και να προστατεύουν την ανταγωνιστικότητα της Ευρωπαϊκής και Ελληνικής ναυτιλίας. Η Ευρωπαϊκή Επιτροπή μέσα σ' αυτό το πλαίσιο στηρίζει τη συνέχιση των διαπραγματεύσεων, μέχρι να πετύχουμε ίσους όρους ανταγωνισμούς παγκοσμίως. Όμως, μόνο η ρύθμιση δεν αρκεί για να πετύχει αυτή η μετάβαση. Η επιτυχία απαιτεί στενή συνεργασία μεταξύ λιμανιών, πλοιοκτητών, προμηθευτών καυσίμων, βιομηχανίας και κρατικού τομέα αλλά και της ύπαρξης κατάλληλων τεχνολογικών λύσεων και προσιτών εναλλακτικών καυσίμων. Κυρίες και κύριοι, Η ναυτιλία υπήρξε πάντοτε κάτι περισσότερο από οικονομική δραστηριότητα. Ήταν πάντοτε δύναμη σύνδεσης, σταθερότητας, και προόδου. Και τα Ποσειδώνια είναι ο θεσμός, που η παγκόσμια ναυτιλία σκέφτεται, σχεδιάζει και αποφασίζει. Είμαι λοιπόν βέβαιος, ότι από εδώ, από την Ελλάδα και τα Ποσειδώνια 2026, μπορούμε να στείλουμε ένα ισχυρό μήνυμα: ότι η ευρωπαϊκή και η ελληνική ναυτιλία δεν φοβούνται το μέλλον, άλλα είναι έτοιμες να το διαμορφώσουν. Σας ευχαριστώ.”
  Decarbonisation of maritime transport
• 2026-06-01 “Answer given by Mr Tzitzikostas on behalf of the European Commission 1.6.2026 Written question The Commission would like to recall that the provisions in Article 25 of Directive (EU) 2018/2001 [1] (as amended) set targets for the uptake of renewable energy across the transport sector, aiming at reducing overall greenhouse gas emissions. To that regard, there are no specifications per individual transport mode and Member States have flexibility in how to achieve the objectives. Accordingly, it is for the Netherlands to decide within this framework, whether to allow for the cross-subsidisation of HVO (hydrotreated vegetable oil) supplies to certain sectors through schemes such as BIDO tickets. The Commission remains committed to support the decarbonisation of the transport sector. On 5 November 2025 it adopted the Sustainable Transport Investment Plan (STIP) (COM(2025) 664 final [2] ), which aims to de-risk investments in the production of renewable and low-carbon fuels and to increase their availability for the aviation and waterborne sectors, including the inland navigation sector. Increased supply is expected to contribute to lower costs over time for all relevant sectors. [1] https://eur-lex.europa.eu/eli/dir/2018/2001/oj/eng. [2] https://ec.europa.eu/transparency/documents-register/detail?ref=COM(2025)664&lang=en.”
  Biofuels (RED II) · Decarbonisation of maritime transport
• 2026-05-29 “Κύριε Πρωθυπουργέ, Κυρίες και Κύριοι, Είναι πραγματικά μεγάλη χαρά και τιμή, να βρίσκομαι σήμερα εδώ, στα Χανιά, σε μια πόλη με μοναδική ταυτότητα. Μια πόλη ιστορίας, πολιτισμού και ναυτικής παράδοσης. Μια πόλη που κοιτάζει ταυτόχρονα, προς την Ευρώπη, τη Μεσόγειο και τον κόσμο. Τα Χανιά είναι ένας τόπος που συνδυάζει, αυτό που επιδιώκουμε σήμερα ως Ευρώπη: ποιότητα, ανθεκτικότητα, εξωστρέφεια και ισχυρή τοπική ταυτότητα. Και είναι ιδιαίτερη χαρά που βρίσκομαι εδώ, παρουσία του Πρωθυπουργού Κυριάκου Μητσοτάκη, που έχει βαθιά σχέση με τα Χανιά και την Κρήτη, γνωρίζει τις δυνατότητες του νησιού, και έχει αποδείξει έμπρακτα, ότι η ανάπτυξη της Κρήτης αποτελεί εθνική προτεραιότητα. Κυρίες και κύριοι, Ζούμε σε έναν κόσμο που αλλάζει πιο γρήγορα από ποτέ, και οι προκλήσεις που αντιμετωπίζουμε, είναι περισσότερες, μεγαλύτερες και πιο σύνθετες: Γεωπολιτικές αναταράξεις. Ενεργειακές πιέσεις. Νέοι εμπορικοί διάδρομοι. Ανταγωνισμός για επενδύσεις, τεχνολογία και πρώτες ύλες. Ανάγκη για ασφάλεια. Μέσα σε αυτό το νέο περιβάλλον, η γεωγραφία επιστρέφει στο επίκεντρο. Και η Ελλάδα, ως σταυροδρόμι τριών ηπείρων, Ευρώπης, Ασίας και Αφρικής, βρίσκεται στο κέντρο των εξελίξεων. Είναι πύλη, κόμβος και γέφυρα, για το εμπόριο, την ενέργεια, τις μεταφορές, τη συνδεσιμότητα. Και μέσα σε αυτή τη νέα γεωγραφία, ο ρόλος της Κρήτης γίνεται ακόμα πιο στρατηγικός, καθώς βρίσκεται στο σημείο στο οποίο συναντώνται, θαλάσσιες οδοί, ενεργειακές διαδρομές, εμπορικές ροές και δίκτυα συνδεσιμότητας. Για αυτό και ο στόχος μας είναι να υποστηρίξουμε αυτό τον ρόλο.Να επενδύσουμε. Να χτίσουμε. Να εξελίξουμε. Και αυτό ακριβώς κάνει η Ευρωπαϊκή Επιτροπή, μαζί με την ελληνική κυβέρνηση. Κυρίες και κύριοι. Οι τομείς για τους οποίους έχω την ευθύνη ως Ευρωπαίος Επίτροπος, οι υποδομές, οι μεταφορές, η ναυτιλία, η αεροπλοΐα, ο τουρισμός, η στρατιωτική κινητικότητα, σχεδόν το 40% του ελληνικού ΑΕΠ, έχουν ένα κοινό νήμα: την ικανότητα της Ευρώπης να κινείται, να συνδέεται, να ανταγωνίζεται, να προστατεύει τους πολίτες της. Και αν υπάρχει ένας τόπος όπου όλα αυτά συναντώνται, αυτός είναι η Κρήτη. Η Κρήτη που αποκτά καλύτερους και πιο ασφαλείς δρόμους, πιο ισχυρά λιμάνια, πιο σύγχρονα αεροδρόμια, καλύτερες συνδέσεις, πιο έξυπνες και ανθεκτικές υποδομές. Και η Ευρώπη επενδύει σε αυτή την προοπτική. Με συνέπεια, με σχέδιο, με πόρους. Ο Βόρειος Οδικός Άξονας Κρήτης, ένα αίτημα δεκαετιών των κατοίκων, σήμερα το έργο προχωράει και υποστηρίζεται από την Ευρωπαϊκή Ένωση, με πόρους ύψους 135 εκατομμυρίων ευρώ από το Ταμείο Ανάκαμψης. Και εδώ δεν μιλάμε απλώς για ένα νέο αυτοκινητόδρομο. Μιλάμε για ασφάλεια. Μιλάμε για ανάπτυξη. Μιλάμε για συνοχή. Μιλάμε για ένα έργο που ενώνει ανθρώπους, περιοχές και οικονομίες. Και το ίδιο ισχύει και για το νέο αεροδρόμιο στο Καστέλλι. Ένα αεροδρόμιο που δεν έρχεται να αντικαταστήσει απλώς το σημερινό, αλλά να ξεκλειδώσει νέες δυνατότητες, φέρνοντας νέες συνδέσεις, νέες τουρίστες ροές, νέες τουριστικές αγορές. Η Κρήτη είναι ένας από τους σημαντικότερους τουριστικούς προορισμούς στην Ευρώπη, αλλά και επί δεκαετίες η ναυαρχίδα του ελληνικού τουρισμού. Χρειάζεται λοιπόν, υποδομές αντίστοιχες της δυναμικής της. Και μιλώντας για τον τουρισμό, το γνωρίζεται καλά, για την πατρίδα μας ο τουρισμός δεν είναι απλώς ένας κλάδος. Είναι πυλώνας της οικονομίας. Άμεσα και έμμεσα συνδέεται με σχεδόν το 20% του ΑΕΠ. Και για την Κρήτη, ο πυλώνας αυτός είναι ακόμα πιο κομβικός. Όλο αυτό το διάστημα, εργαζόμαστε εντατικά και μεθοδικά, και σύντομα θα παρουσιάσουμε, την πρώτη στην ιστορία Ευρωπαϊκή Πολιτική για τον Τουρισμό. Θέλουμε έναν τουρισμό πιο ποιοτικό. Πιο βιώσιμο. Πιο ανταγωνιστικό. Έναν τουρισμό που δημιουργεί θέσεις εργασίας. Που στηρίζει τις τοπικές κοινωνίες. Που προστατεύει το περιβάλλον και την ταυτότητα κάθε τόπου. Και η Κρήτη μπορεί να γίνει ευρωπαϊκό πρότυπο. Γιατί διαθέτει όλα τα στοιχεία. Φύση, πολιτισμό, γαστρονομία, ιστορία, και πάνω από όλα, ανθρώπους με όραμα. Το αεροδρόμιο στο Καστέλλι λοιπόν, είναι ένα έργο στρατηγικής σημασίας για την Κρήτη και ολόκληρη την Ελλάδα, που θα ανοίξει νέους ορίζοντες, που θα φέρει νέες επενδύσεις, και το οποίο συνδράμει η Ευρωπαϊκή Τράπεζα Επενδύσεων, δανειοδοτώντας τις εργασίες με 180 εκατομμύρια ευρώ. Το ίδιο ισχύει και για τα λιμάνια. Η ναυτιλία είναι ταυτότητα της Ελλάδας. Είναι ιστορία, οικονομία, δύναμη. Η Ελλάδα ελέγχει σήμερα πάνω από το ένα πέμπτο της παγκόσμιας ναυτιλιακής χωρητικότητας. Δεν υπάρχει άλλη ευρωπαϊκή χώρα που να διαθέτει τέτοια ναυτική ισχύ. Αυτό λοιπόν, είναι εθνικό κεφάλαιο. Και οφείλουμε να το προστατεύσουμε και να το ενισχύσουμε. Και ακριβώς αυτό κάνουμε μέσα από τις νέες ευρωπαϊκές πολιτικές, για τη Ναυτιλία και τα Λιμάνια, που παρουσίασα στις αρχές του έτους. Θέλουμε λιμάνια πιο ισχυρά. Πιο ασφαλή. Πιο βιώσιμα. Λιμάνια που θα λειτουργούν ως ενεργειακοί κόμβοι. Ως πύλες εμπορίου. Ως μοχλοί ανάπτυξης. Και η Κρήτη ήδη αξιοποιεί αυτές τις δυνατότητες, συμμετέχοντας σε επτά έργα ύψους 27 εκατομμυρίων ευρώ, που χρηματοδοτούνται από το CEF, δηλαδή των προϋπολογισμό για τις υποδομές και τις μεταφορές. Και με τα έργα αυτά, στηρίζουμε την ενεργειακή μετάβαση, τις νέες μορφές θαλάσσιων μεταφορών και την ηλεκτροδότηση του λιμένα του Ηρακλείου. Υπάρχει όμως και ακόμα ένα έργο στρατηγικής ενεργειακής σημασίας. Ο Μεγάλος Θαλάσσιος Διασυνδετήρας. Η σύνδεση Κύπρου – Κρήτης. Ένα έργο που στηρίζεται από την Ευρωπαϊκή Ένωση, με πόρους ύψους 658 εκατομμύρια ευρώ. Ενέργεια, ασφάλεια, ανθεκτικότητα. Αυτό είναι το μέλλον. Και βέβαια η στρατηγική θέση της Ελλάδας, αποκτά σήμερα και μία ακόμη διάσταση, τη διάσταση της άμυνας και της ασφάλειας για όλη την Ευρώπη. Η Ευρώπη πρέπει να μπορεί να μετακινεί γρήγορα στρατιωτικό εξοπλισμό, μέσα και ανθρώπους. Η στρατιωτική κινητικότητα είναι πλέον βασική ευρωπαϊκή προτεραιότητα. Και εδώ, η Κρήτη και Ελλάδα έχουν καθοριστικό ρόλο, καθώς τα λιμάνια μας, οι οδικοί άξονες, τα αεροδρόμια, οι υποδομές της χώρας μας, αποκτούν νέα γεωστρατηγική αξία. Κυρίες και κύριοι. Η Ευρώπη επενδύει στην Κρήτη. Μέσα από το CEF, τον προϋπολογισμό των υποδομών και μεταφορών. Μέσα από την Ευρωπαϊκή Τράπεζα Επενδύσεων. Μέσα από την πολιτική συνοχής. Μέσα από τις μεταφορές, την ενέργεια, τον τουρισμό. Μέσα από το Ταμείο Ανάκαμψης, όπου με 1,37 δισεκατομμύριο ευρώ, χρηματοδοτεί 93 επιχειρήσεις, εκ των οποίων οι 72 είναι μικρές και μεσαίες επιχειρήσεις. Επενδύει γιατί πιστεύει σε αυτόν τον τόπο. Επενδύει γιατί γνωρίζει τις δυνατότητές του. Επενδύει γιατί η Κρήτη δεν είναι περιφέρεια της Ευρώπης. Η Κρήτη είναι το κέντρο της Μεσογείου. Η Ευρώπη λοιπόν, δεν είναι απλώς, χρηματοδότης. Είναι εταίρος, είναι σύμμαχος. Και η συνδεσιμότητα δεν είναι τεχνικό ζήτημα. Είναι πολιτικό ζήτημα. Είναι επιλογή. Είναι όραμα. Και η Κρήτη έχει όλα όσα χρειάζονται για να πρωταγωνιστήσει και να αποτελέσει στρατηγικό πλεονέκτημα για την Ελλάδα, ή οποία μπορεί και πρέπει να εξελιχθεί σε κεντρικό κόμβο του Οικονομικού Διαδρόμου Ινδίας – Μέσης Ανατολής – Ευρώπης και, μάλιστα, να αποτελέσει τερματικό πυρήνα. Όπως ακριβώς η Ελλάδα εξελίσσεται σε στρατηγικό κόμβο για ολόκληρη την ανατολική Ευρώπη, με το έργο που υπογράψαμε και ξεκινάμε, τον σιδηροδρομικό και οδικό άξονα Αιγαίου – Μαύρης Θάλασσας, ένα έργο που αποτέλεσε την κορυφαία μου προτεραιότητα, από την πρώτη στιγμή που ανέλαβα τα καθήκοντά μου. Η Κρήτη λοιπόν, έχει τη γεωγραφία, έχει τον πολιτισμό, έχει τους ανθρώπους, έχει τώρα και τις υποδομές που χτίζονται. Η νέα εποχή έχει ήδη ξεκινήσει. Εδώ. Στην Κρήτη. Στα Χανιά. Και από την πλευρά μου, θέλω για ακόμα μία φορά να δεσμευτώ απέναντί σας, ότι η Ευρωπαϊκή Ένωση θα είναι εδώ, δίπλα σας, σε κάθε βήμα. Σας ευχαριστώ.”
  EU funding for transportation
• 2026-05-28 “Answer given by Mr Tzitzikostas on behalf of the European Commission 28.5.2026 Written question The Commission has no data that confirms a negative impact on safety of the rail market opening to competition. On the contrary safety indicators and safety performance data collected by the European Union Agency for Railways imply a positive trend of improved safety levels in the Single European Railway Area since 2010. Despite deplorable large accidents in recent years, the number of significant accidents has dropped from 2230 in 2010 to 1565 in 2023. A similar downward trend can be observed for the number of victims of accidents (fatalities and seriously injured). Moreover, most of the reported accidents refer to accidents caused by third parties: road users at level crossings or unauthorised persons trespassing railway tracks. These two categories of accidents account also for 97,4% of all fatalities [1] . Finally, in respect of military mobility, the Commission promotes the concept of ‘dual-use infrastructure’ to ensure that military mobility projects will positively contribute to the development of the EU rail system and thus society as a whole. The cost reductions advocated by the European Rail Traffic Management System (ERTMS) European Coordinator’s report [2] are supposed to lower the cost of ERTMS deployment on trains and therefore allow for a wider roll-out of this important safety system. [1] Safety Overview 2025, EU Agency for Railways, March 2025, see figures 2, 8 and 10. Document available at: https://www.era.europa.eu/sites/default/files/2025-03/safety-overview-2025.pdf. [2] W ork plan of the European coordinator Matthias Ruete, Publications Office of the European Union, 2026, https://data.europa.eu/doi/10.2832/9894936.”
  EU support of rail transport · EU policy on aviation safety
• 2026-05-27 “Answer given by Mr Tzitzikostas on behalf of the European Commission 27.5.2026 Written question Work is ongoing within the Commission Expert Group on Smart Tachograph regarding the preparation of the draft implementing act which will enable the recording of occasional passenger services in the tachograph. A draft implementing act is expected to be tabled together with other improvements to the tachograph specifications for the Road Transport Committee’s opinion before August 2026 before the Commission’s adoption. The 2025 Ernst and Young [1] consortium study on the Single European Digital Enforcement Area concluded that the Road Transport Posting Declaration portal, the public interface connected to the internal market Information system (IMI), is the optimal digital approach for the journey form. This choice is based on the fact that the posting declaration and the journey form have the same user base, that both declarations require similar data requirements, and that consolidating enforcement activities into an existing single portal would increase operational efficiency. The Commission preliminary assessment suggests that the journey form cannot be abolished without creating information gaps in terms of enforcement. The recording of occasional passenger transport in the tachograph is not a direct substitute for the journey form. Specific data elements of the journey form, such as number of passengers and trip durations, are essential for effective oversight, particularly regarding cabotage operations and the application of derogations related to rest periods. [1] A global leader in assurance, tax, transaction and advisory services.”
  EU policy on aviation safety
• 2026-05-27 “Answer given by Mr Tzitzikostas on behalf of the European Commission 27.5.2026 Written question The Commission recognises the key role of women in tourism, while noting persistent gaps in their career progression and job quality [1] . While tourism is primarily a Member State competence, the EU supports and complements national action, notably through its competences in employment and social policy . Under the EU Gender Equality Strategy and European Pillar of Social Rights, the Commission promotes equal opportunities, fair working conditions and work-life balance, including measures on pay transparency, adequate minimum wages and childcare [2] . The Women on Boards Directive [3] promotes gender-balanced representation in top management positions through transparent and merit-based selection procedures. The Commission also supports actions combating stereotypes, discrimination and female leadership. The Commission supports upskilling, reskilling and career development through Erasmus+, the Pact for Skills and cohesion policy funds [4] . The Tourism Large-Scale Partnership under the Pact for Skills promotes skills, career pathways and the attractiveness of the sector [5] . Particular attention is given to disadvantaged groups, including women, and their integration into the tourism labour market. EU programmes also support entrepreneurship, including women-led small and medium enterprises, and can be mobilised to address specific needs, such as training, business development and childcare services in tourism-dependent areas [6] . The Commission proposal for the next Multiannual Financial Framework will continue supporting skills, social inclusion and regional resilience, including through measures relevant for tourism ecosystems. The EU Sustainable Tourism Strategy [7] will further promote inclusive, resilient and quality employment across the ecosystem. [1] UN Tourism, Global Report on Women in Tourism (2nd edition) , 2019 (women represent ~54% of the global tourism workforce), https://www.e-unwto.org/doi/book/10.18111/9789284420384. [2] COM(2020) 152 final; COM(2021) 102 final; Directive (EU) 2022/2041; Directive (EU) 2023/970. [3] Directive (EU) 2022/2381. [4] Erasmus+: https://erasmus-plus.ec.europa.eu; Cohesion Policy: https://cohesiondata.ec.europa.eu; Single Market Programme: https://single-market-economy.ec.europa.eu. [5] Pact for Skills — Tourism Large-Scale Partnership: https://pact-for-skills.ec.europa.eu. [6] European Innovation Council and SMEs Executive Agency (EISMEA), support for SMEs including women-led businesses, https://eismea.ec.europa.eu; Erasmus for Young Entrepreneurs, https://www.erasmus-entrepreneurs.eu. [7] https://transport.ec.europa.eu/news-events/news/have-your-say-upcoming-eu-sustainable-tourism-strategy-2025-06-23_en.”
  Gender roles, equality and inclusion · EU policy on permanent and fixed-term employment · EU policy on social criteria in public funding
• 2026-05-27 “Answer given by Mr Tzitzikostas on behalf of the European Commission 27.5.2026 Written question According to Article 49 of the trans-European transport network (TEN-T) Regulation [1] , ‘Member States’ shall make all possible efforts to ensure the TEN-T infrastructure is maintained in a way that it provides, during its lifetime, a high level of service and safety adapted to the traffic flow’, without prejudice to their responsibility for the planning, financing, and management of infrastructure maintenance . Potential and temporary disruptions of service for safety controls and other necessary works are not in contradiction with this requirement, which is why the Commission does not intend to raise questions regarding Administrador de Infraestructuras Ferroviarias’ (Adif’s) decision at this stage. The European Investment Bank (EIB) loan agreements include binding conditions, such as compliance with EU law (including EU railway safety law). If breached, the EIB can suspend disbursements or cancel or restructure the loan. EIB financing is based on a full lifecycle perspective. Loan conditions usually require that the promoter maintains the infrastructure in good condition. Failure to maintain assets can trigger suspension of disbursements. Finally, it is for the Member States and in particular their National Enforcement Bodies (NEBs) to closely monitor compliance with Regulation (EU) 2021/782 [2] and take the measures necessary to ensure that the rights of passengers are upheld. If NEBs and Member States do not correctly implement and apply the EU rules on passenger rights, the Commission may decide to take appropriate action. [1] Regulation (EU) 2024/1679, https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32024R1679. [2] https://eur-lex.europa.eu/legal-content/en/TXT/?uri=CELEX%3A32021R0782.”
  EU funding for transportation · EU support of rail transport
• 2026-05-26 “Answer given by Mr Tzitzikostas on behalf of the European Commission 26.5.2026 Written question The EU Ports Strategy [1] sets out a coherent framework to strengthen the competitiveness of EU maritime and inland ports. Northern Germany’s sea and inland ports are vital gateways for international trade, facilitating the movement of goods across Europe and acting as crucial hubs for economic activities and regional development. 1. The strategy aims to boost the competitiveness, resilience, sustainability and security of European ports. It includes sustainability measures to increase port electrification, clean fuels and energy efficiency, alongside simplifying environmental permitting. In terms of EU support, the strategy outlines available instruments [2] , and points to support by the European Investment Bank. Depending on local needs and priorities Member States will also be able to make use of e.g. part of Emission Trading System revenues for maritime decarbonisation projects and funds available for implementing the future national and regional partnership plans. Furthermore, the review of the General Block Exemption Regulation [3] will assess the potential to clarify and simplify state aid rules. 2. The strategy recognises the importance of efficient port operations and hinterland connections. The future action plan on Inland Waterway Transport (IWT) will contribute to the integration of Northern Germany’s ports in the EU transport and logistics networks. 3. Among its actions, the strategy envisages promoting the upskilling and reskilling of port workers by supporting the establishment of a dedicated skills partnership for the ports sector and the development of a skilled next-generation workforce across all blue economy sector under the Blue Generational Renewal Strategy. [1] https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52026DC0112&qid=1772790216221 . [2] Such as the Connecting Europe Facility, the European Competitiveness Fund, the future Horizon Europe 2028-2034. [3] https://competition-policy.ec.europa.eu/state-aid/gber-review_en#:~:text=On%2025%20February%202026%20the,new%20General%20Block%20Exemption%20Regulation .”
  EU funding for transportation · EU transport infrastructure integration · Decarbonisation of maritime transport
• 2026-05-22 “Answer given by Mr Tzitzikostas on behalf of the European Commission 22.5.2026 Written question 1. It corresponds to Member States to formulate and execute their social aid programmes [1] . Portugal (and its autonomous regions of Azores/Madeira) can legislate on transport subsidies, passenger benefits, and territorial schemes, provided they respect EU law. In particular, Article 51 of the General Block Exemption Regulation (GBER) [2] specifies the conditions for compatibility of national aid measures for air transport benefiting residents of remote regions. This regulation exempts this type of social aid from the obligation of prior notification to the Commission, provided that the conditions laid down in the GBER are fulfilled . Therefore, the Commission has not assessed the Portuguese Social Mobility Subsidy ( SSM) scheme. 2. Member States are responsible for designing, implementing and evaluating efficiency of their social aid programmes and may determine the method by which aid is delivered. EU law does not prescribe a specific disbursement mechanism: both direct price reductions applied at the point of sale and post-purchase reimbursement systems may be used. The choice between these approaches is therefore a matter of national policy. 3. EU law permits Member States to impose a public service obligation (PSO) for scheduled air services between an airport in the Union and an airport serving a peripheral or development region [3] . Member States may use either PSOs or social aid granted under Article 51 GBER or both mechanisms to address the connectivity needs of residents of remote and outermost regions, depending on their specific circumstances. [1] Art. 153 of the Treaty on the Functioning of the EU (TFEU) specifies that the EU role in this area is only that of supporting and complementing the activities of the Member States in this field , https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A12016ME%2FTXT. [2] Commission Regulation (EU) No 651/2014 of 17 June 2014 declaring certain categories of aid compatible with the internal market in application of Articles 107 and 108 of the Treaty, https://eur-lex.europa.eu/legal-content/EN/ALL/?uri=CELEX:02014R0651-20230701. [3] Art. 16 of Regulation (EC) No 1008/2008 of the European Parliament and of the Council of 24 September 2008 on common rules for the operation of air services in the Community, https://eur-lex.europa.eu/eli/reg/2008/1008/oj/eng.”
  Funding for OCTs and outermost regions
• 2026-05-22 “Answer given by Mr Tzitzikostas on behalf of the European Commission 22.5.2026 Written question The Commission considers that it is fully appropriate to make greater use of tachograph data, notably for the purpose of verifying drivers’ wage entitlements. As laid out in the relevant legislation [1] , tachograph data can already be used as supporting evidence of drivers’ activities in situations where the driver has been posted. In order to contribute to the enforcement of Directive (EU) 2020/1057 [2] , the Commission has set up the Road Transport Posting Declaration (RTPD) Module in the internal market Information System (IMI). This interoperable module allows enforcement authorities and operators to exchange information on posted drivers. In 2025, 1,581 checks were conducted via this IMI RTPD Module. The market may further develop tools to support, including by using tachograph data, the amounts to be paid to a posted driver in such cases, which also depends on the national legislations in the Member States. The European Labour Authority is currently working on a pilot project [3] for a ‘remuneration tool’ for the road transport sector. The Commission is continuously monitoring and improving the usage and features of the RTPD module. The Commission invests EUR 200,000 annually only on new developments in the tool, with the objective of increasing its usage and facilitate enforcement through the platform. [1] See in particular Article 7(1) of Regulation (EU) No 165/2014 of the European Parliament and of the Council, and indent (iii) of point (b) of Article 1(11) of Directive (EU) 2020/1057 of the European Parliament and of the Council (OJ L 60, 28.2.2014, p. 1). [2] Directive (EU) 2020/1057 of the European Parliament and of the Council of 15 July 2020 laying down specific rules with respect to Directive 96/71/EC and Directive 2014/67/EU for posting drivers in the road transport sector and amending Directive 2006/22/EC as regards enforcement requirements and Regulation (EU) No 1024/2012 (OJ L 249, 31.7.2020, p. 49). [3] See main conclusions and potential further actions of the report from the Commission to European Parliament, the Council and the European Economic and Social Committee on the application and implementation of Directive (EU) 2018/957 (COM(2024) 320 final).”
  EU policy on employment subcontracting · EU regulation of cross-border and posted workers
• 2026-05-21 “Answer given by Mr Tzitzikostas on behalf of the European Commission 21.5.2026 Written question With the EU Ports Strategy [1] the Commission sets out a coherent framework to strengthen the competitiveness of EU ports and promote a level playing field with third country ports. Structured around five priorities, the strategy aims to balance environmental sustainability, energy transition, and resilience with economic growth and competitiveness. It calls for EU action to ensure fair competition, promote innovation and digitalisation, simplify regulatory burden while maintaining environmental protection and strengthening security and the role of ports for military mobility. Furthermore, the strategy presents a strategic approach to supporting EU ports through targeted priorities and principles for public funding from the EU and national budgets and leveraging private financing. This approach aims to address the needs of all EU ports, including small and medium-sized ports, and ports in inlands and outermost regions. The strategy also highlights simplification efforts undertaken by the Commission to facilitate and speed up investments in greening of infrastructure while enhancing port competitiveness. The EU Port strategy also invites port stakeholders to pursue forward-thinking strategies, integrate cutting edge technologies and innovative sustainable practices. These measures together provide a balanced approach to enhance competitiveness across EU maritime and inland ports which vary greatly in terms of size, location, market segments served, governance models, and stakeholders . [1] https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52026DC0112&qid=1772790216221.”
  Decarbonisation of maritime transport
• 2026-05-19 “Answer given by Mr Tzitzikostas on behalf of the European Commission 19.5.2026 Written question Regular exchanges with the Member States, implementing bodies and stakeholders involved in Rail Baltica give the Commission a clear overview of its progress. Additionally, the European Coordinator keeps the Commission informed and the European Climate, Infrastructure and Environment Executive Agency (CINEA) monitors the Rail Baltica activities supported through the Connecting Europe Facility [1] . Estonia, Finland, Latvia, Lithuania and Poland contributed to the development of the Rail Baltica Implementing Decision [2] and supported its adoption. According to the Commission’s information, the works on Rail Baltica between Warsaw and Bialystok are completed except for the European Rail Traffic Management System (ERTMS). On the remaining sections in Poland, works are being tendered or project documentation is being developed. In Lithuania 114 km are under construction, in Latvia 40 km are under construction with 200 km contracted; and in Estonia more than 100 km are under construction. The Commission assesses the progress against the implementing decision. While actions are largely on track, some delays exist. It is important to recall that the overall time to completion will largely depend also on the funding that will be made available for the project from national and European sources. In order to continue supporting cross-border infrastructure projects such as Rail Baltica, the Commission proposed a Connecting Europe Facility with a budget of EUR 51.5 billion for transport as part of the proposals for the next multiannual financial framework [3] . [1] https://commission.europa.eu/funding-tenders/find-funding/eu-funding-programmes/connecting-europe-facility_en. [2] Commission Implementing Decision (EU) 2025/1332 of 9 July 2025, https://eur-lex.europa.eu/legal-content/en/ALL/?uri=CELEX:32025D1332. [3] Proposal for a regulation of the European Parliament and of the Council establishing the Connecting Europe Facility for the period 2028-2034, amending Regulation (EU) 2024/1679 and repealing Regulation (EU) 2021/1153, https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52025PC0547&qid=1753799512950.”
  EU transport infrastructure integration · EU funding for transportation
• 2026-05-13 “Answer given by Mr Tzitzikostas on behalf of the European Commission 13.5.2026 Written question The Ambient Air Quality Directive (AAQD) [1] requires Member States to ensure that concentrations of air pollutants do not exceed the EU limit values, inter alia for nitrogen oxides (NOx) and for particulate matter (PM). To that end, Member States must keep any period of exceedance of these limit values as short as possible. The transport sector is the largest contributor to NOx emissions and a major contributor to PM emissions. The revised AAQD [2] provides for an indicative list of air pollution abatement measures including the establishment of urban vehicle access regulations , including low- and zero-emission zones. The selection of appropriate measures to mitigate air pollution in urban areas falls within the discretion of the Member States and is not imposed by the Commission. This approach complies with the principle of subsidiarity, which ensures that decisions are taken as closely as possible to the citizens and that there is a continuous review of whether action at EU level is justified in the light of the possibilities available at national, regional or local level. Air quality is mainstreamed in many EU funding programmes [3] . EU funding for air quality is allocated in accordance with the scope and objectives of the respective programmes but also considering the EU air quality legislation and any programmes [4] developed to address national, regional or local needs. EU funding prioritises the needs of vulnerable groups following the obligation stemming from the directives to assess the social dimensions of air pollution as well as the socioeconomic impacts of mitigation measures. [1] Directive 2008/50/EC of the European Parliament and of the Council of 21 May 2008 on ambient air quality and cleaner air for Europe, OJ L 152, 11.6.2008, p. 1, ELI: http://data.europa.eu/eli/dir/2008/50/oj. [2] Directive (EU) 2024/2881 of the European Parliament and of the Council of 23 October 2024 on ambient air quality and cleaner air for Europe (recast), OJ L, 2024/2881, ELI: http://data.europa.eu/eli/dir/2024/2881/oj. [3] https://commission.europa.eu/strategy-and-policy/eu-budget/performance-and-reporting/horizontal-priorities/green-budgeting/clean-air-tracking_en. [4] E.g. Air Quality Plans and Air Quality Roadmaps under the Ambient Air Quality Directive (EU) 2024/2881 and National Air Pollution Control Programmes under the National Emission reduction Commitments Directive (EU) 2016/2284.”
  Road transport environmental policy
• 2026-05-11 “Answer given by Mr Tzitzikostas on behalf of the European Commission 11.5.2026 Written question The (TEN-T) Regulation 2024/1679 [1] sets out minimum requirements for the trans-European transport network, applicable to all transport modes, including inland waterways. Under Article 24, it identifies the modernisation and expansion of infrastructure capacity -specifically, mooring and rest places — as a priority, recognising that these facilities are vital for supporting multimodal transport operations, both within port areas and along waterways. However, it is important to note that the responsibility for planning, deploying, and establishing the norms and standards for mooring infrastructure remains within the jurisdiction of individual Member States. Nevertheless, the Commission has actively provided financial support to Member States for building and upgrading mooring places along TEN-T inland waterways, under the Connecting Europe Facility (CEF). Good examples can be found on the Seine-Scheldt Network or on the Danube River; in the latter case, CEF has supported several projects with EUR 47 million which also include mooring. The CEF has also supported an o vernight mooring facility Spijk on the German-Dutch border with EUR 11 million. [1] https://eur-lex.europa.eu/eli/reg/2024/1679/oj/eng.”
  EU transport infrastructure integration · EU funding for transportation
• 2026-05-11 “Answer given by Mr Tzitzikostas on behalf of the European Commission 11.5.2026 Written question 1. The Commission monitors aviation market developments on an ongoing basis, including with respect to prices. The Commission has currently no evidence that airlines operating under the EU’s jurisdiction are abusing their pricing power. Under the Air Services Regulation [1] and under many international agreements for flights to and from third countries, airlines have the freedom to set prices for air services. The Air Services Regulation also requires that the final price including all unavoidable and foreseeable elements be displayed at all times. This applies alongside general consumer law prohibiting unfair contract terms and unfair commercial practices and alongside Union competition rules. 2. The Commission provided support for the Member States’ evacuation and repatriation efforts, including through the EU Civil Protection Mechanism [2] (UCPM) and the Emergency Response Coordination Centre (ERCC), working closely with EU Delegations. The Commission has provided assistance to Member States and EU citizens with targeted information on the applicable EU passenger rights and rights of package travellers published on Your Europe website [3] and issues linked to EU passenger rights were discussed at a meeting on 12 March 2026 of the national enforcement bodies for Regulation (EC) No 261/2004 [4] . The Commission has facilitated relevant exchanges between national authorities in the Consumer Protection Cooperation (CPC) Network under Regulation (EU) 2017/2394 [5] , and shared relevant information with the European Consumer Centres Network [6] , offering help and advice to consumers in Europe and the Europe Direct Contact Centre. [1] https://eur-lex.europa.eu/eli/reg/2008/1008/oj/eng. [2] Between 3 and 16 March 2026, 92 flights were completed under the UCPM, repatriating over 13 400 passengers, including 12 500 EU citizens. Five repatriation flights to Romania and Poland were operated by the rescEU Transport and Logistics capacity which was mobilised for the first time. [3] https://europa.eu/youreurope/citizens/travel/passenger-rights/air/files/FAQ_Assistance_to_passengers_in_case_of_flight_disruptions_to_the_Middle_East_countries_20260305_EN.pdf (information also available in all EU languages). [4] https://eur-lex.europa.eu/eli/reg/2004/261/oj/eng. [5] https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32017R2394&qid=1776269281995. [6] ECC-Net is a network of independently managed offices co-funded by the Commission.”
  EU policy on aviation safety · EU Competition policy
• 2026-05-11 “Answer given by Mr Tzitzikostas on behalf of the European Commission 11.5.2026 Written question As rightly stated by the Honourable Member, questions related to certification of aerodromes are under the responsibility and oversight of the Greek Competent Authority. The European Union Aviation Safety Agency (EASA) in turn oversees the National Competent Authority after which, if non-compliance with EU law is detected and not being resolved, the Commission is formally notified by EASA and could raise a formal infringement procedure. To date, the Commission has not been notified by EASA to this end. The Commission underlines the importance of ensuring the safety of operations of military aerodromes handling civil traffic in accordance with Article 2.5 of Regulation (EU) 2018/1139 (EASA) [1] and Article 7.4 of Regulation (EU) 2024/2803 (Single European Sky) [2] , where applicable. [1] https://eur-lex.europa.eu/eli/reg/2018/1139/oj/eng. [2] https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32024R2803&qid=1776332836254.”
  EU policy on aviation safety
• 2026-05-06 “Answer given by Mr Tzitzikostas on behalf of the European Commission 6.5.2026 Written question In July 2025 the Commission adopted a report on the implementation of Directive 2012/34/EU [1] as amended by Directive (EU) 2016/2370, based among others, on market studies [2] requested by the Commission and official market data. Results show that, where passengers could choose between different operators, railway services became cheaper and more frequent. Market opening encouraged railway operators to become more responsive to customer needs and improve their cost-effectiveness, enhancing the role of rail in accelerating the reduction of transport emissions and congestion. The Commission has already provided comprehensive guidance on how to apply Regulation (EC) No 1370/2007 [3] . In 2023, following extensive consultations with stakeholders, the Commission adopted revised interpretative guidelines to take account of the legislative changes introduced by the Fourth Railway Package, including exemptions from the obligation to tender competitively public service contracts in the railway sector. The Commission does not currently envisage the adoption of new interpretative guidelines concerning Regulation (EC) No 1370/2007. In 2016 the Fourth Railway Package completed the opening to competition of the rail services market by introducing mandatory tendering for public services and allowing commercial operators to offer domestic rail passenger services in other Member States. The Commission remains firmly committed to support the rail sector in reaching its growth potential working together with all the stakeholders. [1] Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area (recast), OJ L 343, 14.12.2012, pp. 32-77. [2] Input study on vertically integrated rail undertakings in the European Union (2025) https://op.europa.eu/en/publication-detail/-/publication/c503c1d2-5ba3-11f0-a9d0-01aa75ed71a1/language-en, Study on passenger and freight rail transport services’ prices for final customers (2024) https://op.europa.eu/en/publication-detail/-/publication/4ea76998-7955-11ef-bbbe-01aa75ed71a1/language-en. [3] Commission notice on interpretative guidelines concerning Regulation (EC) No 1370/2007 on public passenger transport services by rail and by road, OJ C 222, 26.6.2023, p. 1.”
  EU support of rail transport · EU Competition policy
• 2026-05-06 “Answer given by Mr Tzitzikostas on behalf of the European Commission 6.5.2026 Written question The Commission agrees that social partners like passengers or staff of transport companies may deliver valuable insights concerning possible safety risks for the operation of the transport system. In the Commission’s view however, the existing legal framework already provides for possibilities to adequately involve such actors. In the area of railways, Regulation (EU) 2018/762 [1] requires that the safety management system (SMS) of railway undertakings and infrastructure managers covers mechanisms for consultation of staff. Additionally, in line with Article 33 and Article 35(5) of Regulation (EU) 2016/796 [2] , the EU Agency for Railways (ERA) has certain monitoring powers towards national safety authorities and Member States. When preparing these assessments, ERA takes into account data coming from various sources, including from social partners. Similarly, social partners may request the Commission that it triggers an assessment according to Article 35(5) of the above Regulation. In the area of civil aviation, the EU Aviation Safety Agency (EASA) Basic Regulation [3] is the legal framework for safety. More generally, all citizens are entitled to raise complaints with the Commission if they believe an EU country has infringed EASA Basic Regulation or any other EU law. The Commission is of the view that the existing legislation allows for citizens’ complaints to be taken into account when it comes to the assessment of safety concerns and thus it has no intention to propose any further legislation on the issue at this stage. [1] Commission Delegated Regulation (EU) 2018/762 of 8 March 2018 establishing common safety methods on safety management system requirements pursuant to Directive (EU) 2016/798 of the European Parliament and of the Council and repealing Commission Regulations (EU) No 1158/2010 and (EU) No 1169/2010, OJ L 129 25.5.2018, p. 26, ELI: http://data.europa.eu/eli/reg_del/2018/762. [2] Regulation (EU) 2016/796 of the European Parliament and of the Council of 11 May 2016 on the European Union Agency for Railways and repealing Regulation (EC) No 881/2004, OJ L 138, 26.5.2016, ELI: http://data.europa.eu/eli/reg/2016/796. [3] Regulation (EU) 2018/1139 of the European Parliament and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a European Union Aviation Safety Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the European Parliament and of the Council, and repealing Regulations (EC) No 552/2004 and (EC) No 216/2008 of the European Parliament and of the Council and Council Regulation (EEC) No 3922/91, OJ L 212 22.8.2018, p. 1, ELI: http://data.europa.eu/eli/reg/2018/1139.”
  EU policy on aviation safety · EU support of rail transport
• 2026-05-05 “Answer given by Mr Tzitzikostas on behalf of the European Commission 5.5.2026 Written question Regulation (EC) No 1370/2007 on public passenger transport services by rail and by road [1] does not preclude the use of the same rail rolling stock in the performance of commercial activities and public services. However, when rail passenger transport operators carry out commercial activities as well as services under public service obligations, they should respect the obligation of accounting separation between transport services subject to compensation for public service obligations and other activities (point 5 of Annex to Regulation (EC) No 1370/2007 [2] ). In addition, Article 6(3) of Directive 2012/34/EU [3] prohibits the transfer of public funds paid for activities relating to the provision of transport services as public-service remits to activities relating to the provision of other transport services or any other business. If these two conditions are respected, the rail rolling stock used under a public service contract could be used also for commercial operations. [1] Regulation (EC) No 1370/2007 of the European Parliament and of the Council of 23 October 2007 on public passenger transport services by rail and by road and repealing Council Regulations (EEC) Nos 1191/69 and 1107/70 (OJ L 315, 3.12.2007, p. 1. [2] See also Commission notice on interpretative guidelines concerning Regulation (EC) No 1370/2007 on public passenger transport services by rail and by road (OJ C 222, 26.6.2023, p. 1), point 2.6.5. [3] Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area (recast) (OJ L 343, 14.12.2012, p. 32.”
  EU Competition policy · EU support of rail transport
• 2026-04-29 “E-000662/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The conventional line between Sant Vicenç de Calders-Tarragona-Nudo de Vila Seca, used by different type of trains (passenger, freight), is under modernisation and co-financed by the Connecting Europe Facility 1 , in line with the objectives of the trans-European transport network (TEN-T) policy. The project involves the upgrade of an existing line, implementation of a third rail to convert the section into a mixed gauge and is executed by Spain according to applicable laws. In general, modernisation of the existing infrastructure does not require environmental impact assessments 2 . The Commission is aware of the Spanish government study regarding the future planning of railways in the Tarragona area, including possible alternatives to the current alignment. To the Commission’s knowledge the results of the study have not been yet presented by the Spanish authorities. The Commission also underlines that planning of railways as well as technical solutions chosen to execute them is a competence of the national authorities. The Commission invites the Honourable Member to make direct contact with the Spanish authorities with regard to further information concerning possible assessments future railway alternative lines may require. The Commission remains vigilant to ensure that the implementation of the TEN-T requirements is done in full respect of legal obligations and will not hesitate to take all appropriate measures should this not be the case. 1 https://commission.europa.eu/funding-tenders/find-funding/eu-funding-programmes/connecting-europefacility_en. 2 According to the Spanish legislation transposing the Environmental Impact Assessment Directive 2011/92/EU.”
  EU support of rail transport · EU funding for transportation · EU transport infrastructure integration
• 2026-04-29 “E-000665/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. The proposal of the Commission for the revision of Regulation (EU) 2016/796 (ERA Regulation 1 ) is currently under preparation and its adoption is foreseen in the second half of 2026. Hence, it is too early to give any details on its content. The revision of the ERA Regulation is also based on the findings of a recent evaluation 2 , which showed that one of the challenges of the current ERA mandate is the insufficient monitoring and reporting of the implementation of relevant actions in response to deficiencies identified during the audits of the national safety authorities (NSA), especially for NSAs facing greater capacity limitations and deficiencies. 2. The Commission does not intend to revise Directive (EU) 2016/798 3 at this stage. 1 European Union Agency for Railways Regulation - https://eur-lex.europa.eu/eli/reg/2016/796/oj/eng. 2 https://ec.europa.eu/transparency/documents-register/detail?ref=SWD(2025)361&lang=en. 3 https://eur-lex.europa.eu/eli/dir/2016/798/oj/eng.”
  EU support of rail transport · EU policy on aviation safety
• 2026-04-29 “E-000420/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission Article 19(10) of Regulation (EU) 2021/782 on rail passengers’ rights and obligations 1 sets out that actions of the infrastructure manager will not exempt a railway undertaking from the payment of compensation for delays 2 . Such actions are in general deemed to be ‘connected with the operation of the railway’ 3 . Having said that, if the scheduled time of arrival at the time of the ticket purchase already integrates the additional time needed to get to the final destination due to speed limits imposed by an infrastructure manager, this additional time does not correspond to a ‘delay’ in the sense of the Regulation which may be taken into account for the purpose of assessing the right to compensation 4 . The Commission would also observe that in accordance with Article 19(9) of the Regulation, passengers shall not have any right to compensation ‘if they are informed of a delay before buying a ticket’. Finally, it is for the Member States and in particular their National Enforcement Bodies (NEBs) to closely monitor compliance with Regulation (EU) 2021/782 and take the measures necessary to ensure that the rights of passengers are upheld. If NEBs and Member States do not correctly implement and apply the EU rules on passenger rights the Commission may decide to take appropriate action. 1 http://data.europa.eu/eli/reg/2021/782/oj. 2 See in particular the last subparagraph of Article 19(10) of the Regulation, from which it follows that ‘[…] acts or omissions of the infrastructure and station managers are not covered by the exemption referred to in point (c) of the first subparagraph’. 3 See Article 19(10)(a) of the Regulation. 4 The definition of a ‘delay’ in Article 3(17) of the Regulation considers the time difference between the time the passenger was scheduled to arrive in accordance with the published timetable and the time of his or her actual or expected arrival at the station of final destination. Moreover, Article 19(1) of the Regulation on the right to compensation refers to ‘a delay between the places of departure and final destination stated in the ticket or through-ticket’.”
  EU support of rail transport
• 2026-04-29 “Answer given by Mr Tzitzikostas on behalf of the European Commission 29.4.2026 Written question The Commission relaunched the review [1] of the Air Services Regulation in May 2025 and the impact assessment process is currently ongoing. A legislative proposal is expected to be presented in the second half of 2026. The aim is to ensure that the EU internal aviation market continues to be consumer-centric, affordable, reliable, socially and environmentally sustainable and globally competitive. In terms of the issue raised by the Honourable Member, this review is considering clarifications and/or amendments to the current regime for temporary flight restrictions on environmental grounds. In accordance with Article 30(8)b of the EU ETS (Emissions Trading System) Directive [2] , the Commission will assess in 2026 the climate impact of the exempted small operators and propose a way to appropriately reduce these impacts. [1] https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/14620-Aviation-EU-air-services-rules-revision-_en. [2] https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A32003L0087.”
  Decarbonisation of aviation sector
• 2026-04-28 “E-000525/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. The Commission has seen the report 1 prepared by the Spanish Standing Commission for the Investigation of Maritime Accidents and Incidents (CIAIM) which has been published by the Spanish authorities and is also available on the European Marine Casualty Information Platform hosted by the European Maritime Safety Agency. The Commission has not been in contact with the Spanish authorities concerning this accident. 2. In relation to the 12 missing persons, the Commission understands the anguish of their families. It notes that the underwater search and inspection operations undertaken by CIAIM in May and June of 2023 took place 15 months after the sinking and were designed to support the investigation to obtain relevant information about the vessel, its cargo and fishing equipment as well as the seabed and not to recover mortal remains. 3. Apart from the safety recommendations made by CIAIM in Section 6 of the abovementioned report, the Commission is not aware of any such proposals. 1 https://www.transportes.gob.es/recursos_mfom/comodin/recursos/ic_03-2024_villa_de_pitanxo_web-engb_0.pdf.”
  EU policy on aviation safety
• 2026-04-28 “E-000433/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. In the absence of the independent accident investigation report, which is still under preparation and is going to be delivered by the Spanish investigation body for rail accidents (CIAF), the Commission has no information that would allow it to assume that the MadridSevilla high speed railway line has been insufficiently renovated or maintained to remain in a safe state of operation. Under the supervision of the national safety authority (AESF), it is the responsibility of the Spanish infrastructure manager, ADIF, to ensure the safety of its network. 2. The national safety authorities of Member States issue safety authorisations confirming compliance of the safety management systems and application, with European or national law. These safety related responsibilities are established under Article 4 of the Directive 2016/798 1 and corresponding implementation measures are defined in the safety management systems of infrastructure managers, or railway undertakings. Moreover, after construction, renewal, or upgrade, the national safety authority authorises the placing in service of networks or other fixed installations which then are considered parts of the Union rail system. The Commission has no information that authorisations for placing in service of the line or the safety authorisation of the Spanish infrastructure manager, ADIF, have been revoked or suspended, in full or in parts, by AESF, or that a procedure in that respect has been opened. 1 Directive (EU) 2016/798 of the European Parliament and of the Council of 11 May 2016 on railway safety (recast) (Text with EEA relevance), OJ L 138, 26.5.2016, pp. 102–149: https://eurlex.europa.eu/eli/dir/2016/798/oj/eng.”
  EU policy on aviation safety · EU support of rail transport · EU funding for transportation
• 2026-04-28 “E-000324/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission Under the EU railway safety Directive (EU) 2016/798 1 , the responsibility to assess the status of the infrastructure of the Rodalies network falls under responsibility of the national safety authority, in this case the Agencia Estatal de Seguridad Ferroviaria (AESF). If the AESF, in the framework of its supervision role, finds that an infrastructure manager no longer satisfies the conditions for its safety authorisation, according to Art 17.5 of the Rail Safety Directive it shall restrict or revoke that authorisation, giving reasons for its decision. In case the Commission becomes aware of a potential lack of compliance, it may request to the European Union Railway Agency (ERA) to provide evidence on the state of implementation and application of Union legislation on railway safety and interoperability, according to Art 33(5) of Regulation 2016/796 on the European Union Agency for Railway 2 . On that basis, the Commission could take further steps, using the appropriate instruments under the Rail Safety Directive that aim to guarantee the highest levels of safety and ensure that each actor fulfils its responsibility towards it. 1 https://eur-lex.europa.eu/eli/dir/2016/798/oj/eng. 2 https://eur-lex.europa.eu/eli/reg/2016/796/oj/eng.”
  EU transport infrastructure integration · EU support of rail transport
• 2026-04-28 “E-000452/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. Regulation (EC) 561/2006 1 does not oblige insurance companies to insure cargo that is left unattended, and an insurance company does not violate that Regulation where it provides insurance in certain circumstances, but declines to provide it in others. The decision not to provide insurance for vehicles that are left unattended is a purely commercial decision which falls outside of the scope of Regulation (EC) 561/2006. Where it is impossible to contract insurance for unattended cargo, transport undertakings may choose to organise the work of drivers by ensuring that the vehicles are parked in safe and secure parking areas when the regular weekly rest period of the driver begins. Indeed, Commission Delegated Regulation (EU) 2022/1012 2 provides the Union standards for an utmost protection for parked vehicles and cargo. The transport companies may also request the driver to return to their operational centre or even hire private garages. 2. The Commission acknowledges that the availability of safe and secure parking areas remains insufficient and unevenly distributed across the Union 3 . Even though parking is mainly a national (public and private) responsibility, the Union has co-funded so far about 152 parking areas with more than EUR 322 million under the Connecting Europe Facility (CEF) 4 . In the proposal for the CEF programme for 2028–2034, adopted in July 2025 in the context of the Multiannual Financial Framework 5 , the Commission has proposed to continue financial support to expand and upgrade parking facilities to meet the Union standards. 1 Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006 on the harmonisation of certain social legislation relating to road transport and amending Council Regulations (EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (EEC) No 3820/85 (OJ L 102, 11.4.2006, p. 1, ELI: http://data.europa.eu/eli/reg/2006/561/oj). 2 Commission Delegated Regulation (EU) 2022/1012 of 7 April 2022 supplementing Regulation (EC) No 561/2006 of the European Parliament and of the Council with regard to the establishment of standards detailing the level of service and security of safe and secure parking areas and to the procedures for their certification (OJ L 170, 28.6.2022, p. 27). 3 Report from the Commission to the European Parliament and the Council on the availability of suitable rest and secure parking facilities of 21 November 2025: https://eur-lex.europa.eu/legalcontent/EN/TXT/?uri=CELEX%3A52025DC0703&qid=1764595229529. 4 Connecting Europe Facility (CEF) Regulation (EU) 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014 (OJ L 249, 14.7.2021, p. 38). 5 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52025PC0571&qid=1753801194712.”
  Regulation of vehicles insurance
• 2026-04-28 “E-000792/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The Commission welcomes Spain's plan to launch a feasibility study assessing the reopening of the Ruta de la Plata corridor. However, the Commission has not been updated by the Spanish Government on the status of this feasibility study. As the 'Ruta de la Plata' line is part of the comprehensive network, with a completion date set by the trans-European transport network (TEN-T) Regulation for 2050, the Commission did not require Spain to report on the progress of this project and did not start a comprehensive assessment of the progress of the comprehensive network yet.”
  EU transport infrastructure integration · EU support of rail transport · EU funding for transportation
• 2026-04-27 “E-000657/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission Personal mobility devices (PMDs) provide an alternative urban mobility means. However, from a road safety perspective they represent new risks, and hence new challenges for authorities. Directive (EU) 2021/2118 1 gives a revised definition of ‘vehicle’, covering motor vehicles propelled exclusively by mechanical power with a maximum design speed of more than 25 km/h, or with a maximum net weight of more than 25 kg and a maximum design speed of more than 14 km/h. Vehicles meeting these criteria are subject to compulsory motor thirdparty liability insurance. However, this Directive does not preclude Member States from introducing insurance requirements for any motor equipment used for personal mobility. Accordingly, the introduction by Spain of compulsory insurance for certain light electric vehicles is not, as such, inconsistent with the scope and objectives of the Directive. As regards safety requirements, PMDs are currently covered by Directive 2006/42/EC 2 with harmonised product safety provisions that are technology neutral. These provisions do however not regulate the safety needs specifically for on-road use of PMDs, which may explain a fragmented approach throughout Member States. A Commission study 3 in 2024 recommended harmonised rules to address the current fragmentation of on road use of PMDs across the EU. The Commission will reflect and assess any further steps to tackle the issue in the future. 1 https://eur-lex.europa.eu/eli/dir/2021/2118/oj/eng. 2 Directive 2006/42/EC of the European Parliament and of the Council of 17 May 2006 on machinery ELI: http://data.europa.eu/eli/dir/2006/42/oj. 3 Study on the need for harmonised rules to support the rise of micro mobility and increased road safety for personal mobility devices – Final report (1.0), Publications Office of the European Union, 2024 https://data.europa.eu/doi/10.2873/8572224.”
  Regulation of vehicles insurance · EU Competition policy
• 2026-04-22 “E-000735/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission There is no specific EU legislation on local transport-on-demand (taxis and private hire vehicles with drivers (PHV)). It follows that it is for the Member States to regulate the sector, in conformity with the general rules of the Treaties on the internal market. In particular, transport services are covered by the freedom of establishment (Article 49 of the Treaty on the Functioning of the European Union), which precludes any national measure which hampers or renders less attractive the exercise by EU nationals of the freedom of establishment. Member States may nevertheless justify such restrictions in view of overriding reasons related to the general interest, provided that the restrictions are appropriate for attaining the objective pursued and do not go beyond what is necessary for attaining that objective. The Commission’s Notice on well-functioning and sustainable local passenger transport-ondemand (taxis and PHV) 1 aims at clarifying the limits of how Member States can regulate the sector. 1 OJ C 62, 4.2.2022, p. 1.”
  EU Competition policy · EU Single Market harmonisation
• 2026-04-17 “E-000265/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission Despite tragedies such as Adamuz, available data (among other statistics compiled by the European Union Agency for Railways or Eurostat) show that there is an overall reduction of major accidents (from an average of 5 per year at the end of 1990s to 1 per year since 2020) in the single European railway area as well as a reduction of the number of victims in parallel to the adoption of the 4 th railway package and the improved safety framework. This legal framework and in particular the Rail Safety Directive 2016/798 1 defines clearly the responsibilities and obligations of the rail transport ecosystem: rail undertakings, infrastructure managers, national safety authorities and the European Railway Agency. Certification and validation that the different applicable regulations are fulfilled is a shared effort and review mechanisms are foreseen in case of non-compliance by any of the certified entities. In this regard, there are no indications that the 4 th railway package and the liberalisation of the train services had any negative impact on safety. The Executive Director of Europe’s Rail Joint Undertaking’s declaration draws attention to the reality and specificity of the rail sector, where rolling stock typically has a lifespan of around 40 years, while infrastructure equipment can last even longer. Provided maintenance is performed as required, this is not a safety challenge per se. The work of Europe Rail Joint Undertaking is focused on innovations and investments, including those that improve rail safety. 1 https://eur-lex.europa.eu/eli/dir/2016/798/oj/eng.”
  EU policy on aviation safety · EU support of rail transport
• 2026-04-17 “E-000666/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. The Commission notes that the Technical Specifications for Interoperability (TSI) apply to rolling stock produced before their entry into force only under specific conditions. Not all maintenance interventions on a vehicle trigger the mandatory application of the TSIs and associated standards. Each case should be assessed on its merits considering e.g. the extent of changes, their impact on the vehicle characteristics, and the degree of deviation from the technical documentation. In this regard, the Commission has no information or evidence of any specific trains operating in the EU that are not meeting the applicable standards. 2. The Commission recalls that according to Article 14 of Directive (EU) 2016/798 1 , every vehicle must have an entity in charge of maintenance which manages the maintenance process to ensure continuous conformity of the vehicle with the requirements. As part of this process, all changes to the vehicle are categorised according to Articles 15 and 16 of Regulation (EU) 2018/545 2 . Depending on this categorisation, further technical checks may be performed by conformity assessment bodies, and the vehicle may require a new authorisation for placing on the market from a national safety authority (NSA) or the Agency. The Commission considers that the existing legal setup provides the necessary framework to ensure conformity of vehicles with the applicable requirements. 3. The Commission is aware of the challenges concerning the poor performance of some NSAs that were identified by the Evaluation of the EU Agency for Railways (ERA) 3 . These findings will be used to prepare the Commission’s proposal for the revision of Regulation (EU) 2016/796 4 with a view to strengthen the supporting role of ERA towards the NSAs. 1 Directive (EU) 2016/798 of the European Parliament and of the Council of 11 May 2016 on railway safety (recast), OJ L 138 26.5.2016, p. 102, ELI: https://eur-lex.europa.eu/eli/dir/2016/798. 2 Commission Implementing Regulation (EU) 2018/545 of 4 April 2018 establishing practical arrangements for the railway vehicle authorisation and railway vehicle type authorisation process pursuant to Directive (EU) 2016/797 of the European Parliament and of the Council, OJ L 090 6.4.2018, p. 66, ELI: https://eurlex.europa.eu/eli/reg_impl/2018/545. 3 Evaluation is available in the Register of Commission Documents - SWD(2025)361, https://ec.europa.eu/transparency/documents-register/detail?ref=SWD(2025)361&lang=en. 4 Regulation (EU) 2016/796 of the European Parliament and of the Council of 11 May 2016 on the European Union Agency for Railways and repealing Regulation (EC) No 881/2004, OJ L 138, 26.5.2016, ELI: https://eurlex.europa.eu/eli/reg/2016/796.”
  EU support of rail transport · EU policy on aviation safety
• 2026-04-16 “E-000638/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission Regulation (EU) 2021/782 on rail passengers’ rights and obligations 1 has introduced the right for passengers to use a common form for their reimbursement and compensation requests following a delay, cancellation or missed connection 2 . To this end, the Commission has adopted an implementing act establishing the common form 3 and published an accessible version of this form on its website in all official EU languages 4 . However, the Regulation does not provide a basis for a single EU portal to handle these requests. In this regard, the Commission considers that a direct request to railway undertakings and, where relevant, their agents is the most effective way for passengers to obtain compensation. The Commission would also like to remind the Honourable Members that the Regulation sets a one-month payment deadline for railway undertakings after the submission of the request for compensation 5 . Individual railway undertakings may offer shorter deadlines 6 . Conversely, the Regulation allows Member States to exempt certain types of services from the rules on compensation set therein 7 and a number of Member States have used this possibility 8 . The Regulation does not require railway undertakings, as part of their obligation to report on service quality standards, to publish data on delay compensation 9 . For these reasons, the Commission does not have a comprehensive overview of the average processing time of compensation requests or the reasons for refusing compensation payments. 1 http://data.europa.eu/eli/reg/2021/782/oj. 2 See Article 18(6)-(7) and Article 19(5)-(6) of Regulation (EU) 2021/782. 3 Commission Implementing Regulation (EU) 2024/949 of 27 March 2024 establishing a common form for rail passengers’ reimbursement and compensation requests for delays, missed connections and cancellations of rail services in accordance with Regulation (EU) 2021/782 of the European Parliament and of the Council http://data.europa.eu/eli/reg_impl/2024/949/oj. 4 https://transport.ec.europa.eu/reimbursement-and-compensation-requests-form_en. 5 Article 19(7) of Regulation (EU) 2021/782. 6 See Article 7(2) of the Regulation. 7 In particular urban, suburban and regional rail passenger services, as well as international rail passenger services of which a significant part, including at least one scheduled station stop, is operated outside the Union. Under certain conditions, long-distance domestic rail passenger services may be exempted as well. See Article 2(4) and (6) of the Regulation. 8 An overview of national exemptions to the Regulation can be consulted on the following website: https://transport.ec.europa.eu/transport-themes/passenger-rights/rail-passenger-rights_en. 9 See Article 29(2) and Annex III of the Regulation. The reports on service quality standards are published on the website of the EU Agency for Railways: https://www.era.europa.eu/library/railway-undertakings-servicequality-reports.”
  EU support of rail transport
• 2026-04-14 “E-000273/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The Commission regrets the tragic loss of life following the rail accidents near Adamuz. In relations to the three questions put to it, the Commission recalls the following: 1. Under EU railway safety Directive (EU) 2016/798 (the Directive) 1 , the responsibility for investigating railway accidents independently lies with national investigation bodies (NIBs). The EU Agency for Railways (ERA) can offer technical assistance according to Article 22(5) of the Directive and did so immediately. On that basis, ERA will observe and assist on the work of the investigative body CIAF 2 . 2. Any decision concerning possible infringement proceedings in relation to the Adamuz rail accident is conditional on the conclusion of the ongoing investigation and on its findings. The Commission decided in March 2024 to close the infringement proceedings 3 referred to by the Honourable Member because Spain had addressed the systemic weaknesses in the supervision and accident investigation processes following an agreed and supervised action plan with annual reporting to the Commission and ERA. ERA confirmed the significant progress during an audit in 2023. 3. The Commission will continue monitoring closely the situation while awaiting the findings of the CIAF investigation, to determine if accident in Adamuz could have as a causal factor a flaw in the actions taken within the abovementioned action plan. The Commission will react, if necessary, using the appropriate instruments of the Rail Safety Directive (EU) 2016/798 to guarantee the highest levels of safety and ensure that each actor fulfils its responsibility towards it. 1 https://eur-lex.europa.eu/eli/dir/2016/798/oj/eng. 2 Comisión de Investigación de Accidentes Ferroviarios. 3 Press release concerning the case: https://ec.europa.eu/commission/presscorner/detail/en/memo_19_462.”
  EU policy on aviation safety · EU support of rail transport
• 2026-04-01 “E-000310/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The Commission refers to its reply to parliamentary question P-2169/25, and to its responses to Petitions No 0837/2019, No 0015/2023 and No 1212/2023, and to its response 1 to the Parliament Resolution 2 of 4 October 2023 on standardised dimensions for carry-on luggage. 1. The Commission acknowledges the potential inconvenience and confusion for passengers which results from the many different hand luggage policies in place at different airlines and for different classes of tickets. The 2023 passenger rights proposal 3 calls for the airline industry to engage fully with other relevant stakeholders to establish common industry standards on the weight and dimension of hand luggage. In 2024, Commission services organised two workshops towards this objective. Common standards are important to provide clarity to passengers. They should take into account both the business perspective and the objective of offering good travel conditions to passengers. 2. The Commission does not see the variations in the rules on the size of cabin baggage as an obstacle to free movement or the functioning of the internal market. However, common standards would improve clarity for consumers and make it easier to compare ticket offers of different airlines. 3. The Commission is looking at possible measures to clarify rules on cabin baggage allowances, including possible standards, as part of the review 4 of the Air Services Regulation 5 . 1 SP(2023)600 https://oeil.secure.europarl.europa.eu/oeil/spdoc.do?i=60474&j=0&l=en. 2 https://www.europarl.europa.eu/doceo/document/TA-9-2023-0344_EN.html. 3 Proposal for a REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Regulations (EC) No 261/2004, (EC) No 1107/2006, (EU) No 1177/2010, (EU) No 181/2011 and (EU) 2021/782 as regards enforcement of passenger rights in the Union COM/2023/753 final, recital 14. 4 https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/14620-Aviation-EU-air-services-rulesrevision-_en. 5 https://eur-lex.europa.eu/eli/reg/2008/1008/oj/eng.”
  EU policy on aviation safety
• 2026-03-30 “Answer given by Mr Tzitzikostas on behalf of the European Commission 30.3.2026 Written question 1. Civil aviation flights operate under EU aviation safety rules implemented by the Hellenic Civil Aviation Authority (H-CAA) which oversees HASP (Greek Air Navigation Service Provider). The incident on 4 January 2026 underlines the need for Greece to continue implementing safety rules under Regulation (EU) 2018/1139 [1] , and the urgency to modernise its air traffic management (ATM) system. The H-CAA should determine whether additional measures are needed to ensure safety, based on the outcome of the investigations and the likelihood of future outages. 2. The Commission is addressing the ATM situation in Greece and engaging closely with the Greek authorities and HASP. The Commission has opened three infringement procedures for the deployment of datalink capabilities [2] , of modern radars [3] , and for the publication of performance-based navigation procedures [4] . The Commission, supported by the European Union Aviation Safety Agency, the European Organisation for the Safety of Air Navigation (EUROCONTROL) and the SESAR Joint Undertaking Deployment Manager, are reviewing Greece’s regular progress reports on the actions to achieve compliance with EU law. 3. The Commission expects the new Greek Law n 5240/2025 will provide to HASP the autonomy and resources necessary to recruit sufficient staff and modernise the Greek ATM infrastructure, including air traffic control communications systems. The Commission will closely follow up on the independent safety investigation findings and the implementation of recommendations to avoid similar incidents in the future. [1] https://eur-lex.europa.eu/eli/reg/2018/1139/oj/eng. [2] INFR(2020)2050, Letter of formal notice sent on 03/10/2024, https://ec.europa.eu/commission/presscorner/detail/en/inf_24_4561. [3] INFR(2024)2237, Reasoned Opinion adopted on 11.12.2025, https://ec.europa.eu/commission/presscorner/detail/en/inf_25_2745. [4] INFR(2024)2014, Referral decision adopted on 11.12.2025, https://ec.europa.eu/commission/presscorner/detail/en/ip_25_2864.”
  EU policy on aviation safety · Cybersecurity investments for critical infrastructure
• 2026-03-27 “E-000278/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission Compliance with EU aviation safety standards is a primary responsibility of the Greek National Competent Authority, under the oversight of the EU Aviation Safety Agency (EASA). There are three ongoing air traffic management (ATM) related infringement procedures against Greece: on Datalink 1 , deployment of radars 2 , and implementation of performance-based navigation at airports 3 . The Commission expects the new Greek Law n°5240/2025 will provide the Greek air navigation service provider with the autonomy, resources and capabilities necessary to modernise the Greek ATM infrastructure. The Connecting Europe Facility (CEF) under the Single European Sky ATM Research initiative (SESAR) is the main EU instrument for ATM infrastructure modernisation. Since 2014, Greece has been awarded nearly EUR 30 million with a 50% absorption for closed/concluded projects. Under the cohesion policy, EUR 46.3 million were spent for airport infrastructure and air safety projects in the 2014-2020 programming period, and some EUR 26 million were allocated since 2021 for security, safety and ATM systems. As part of its recovery and resilience plan 4 , Greece has prioritised EASA compliance rectification works at 13 regional airports for more than EUR 120 million 5 . The European Climate, Infrastructure and Environment Executive Agency monitors the use of EU funding for CEF projects, in accordance with applicable rules. EU funding for mandated modernisation is not available beyond regulatory deadlines. Since June 2025, the Commission services, supported by EASA, EUROCONTROL and the SESAR Deployment Manager, are reviewing Greece’s progress reports on its actions to achieve compliance with EU law, including its investments in critical infrastructure. 1 https://ec.europa.eu/commission/presscorner/detail/en/inf_24_4561, letter of formal notice sent on 03/10/2024. 2 https://ec.europa.eu/commission/presscorner/detail/en/inf_25_2745, reasoned opinion adopted on 11.12.2025. 3 https://ec.europa.eu/commission/presscorner/detail/en/ip_25_2864, referral decision adopted on 11.12.2025. 4 https://commission.europa.eu/business-economy-euro/economic-recovery/recovery-and-resiliencefacility/country-pages/greeces-recovery-and-resilience-plan_en#repowereu-measures-in-greeces-plan. 5 Under recovery and resilience plan measure 16833 titled ‘Implementation of airport safety works’.”
  Cybersecurity investments for critical infrastructure · EU policy on aviation safety · EU funding for transportation
• 2026-03-27 “E-000404/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The EU legislation on road infrastructure safety management, Directive 2008/96/EC 1 , sets out the procedures applicable for road projects and for the built infrastructure. It applies to the design and management of roads on the trans-European road network, to motorways, to primary roads connecting major cities and regions and to EU funded interurban roads, but does not extend to decisions regarding winter driving conditions and local safety management, which remains a matter for the Member States. It follows that the possible use of road salt falls within the remit of national and local authorities, which are best placed to tailor solutions to their specific road traffic conditions. The Commission is aware that different Member States adopt varying approaches. There are Member States that, like the Netherlands, detect ice and adjust salt spreading accordingly. Given the diverse winter conditions across the individual Member States, tailored actions are required. 1 Directive 2008/96/EC of the European Parliament and of the Council of 19 November 2008 on road infrastructure safety management (OJ L 319, 29.11.2008, p. 59).”
  EU policy on water management · Road transport environmental policy
• 2026-03-13 “E-000353/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The Commission's Communication on High-Speed Rail (HSR) published 5 November 2025 1 focuses on railway connections between major cities in Europe and covers most regions along the European Transport Corridors. It thus contributes to the cohesion objective of the transEuropean transport network (TEN-T) Regulation 2 , by ensuring accessibility and connectivity across the EU. It also aims to linking regional rail services and public transport to high-speed rail ensuring that all regions benefit from HSR investments. As can be seen from its Annexes 3 the Communication covers the entirety of the European transport corridors, including those in Scandinavia. It envisages minimum ambition for a HSR network according to the speeds set in Annex 3 of the TEN-T Regulation and encourages Member States to aim for higher speeds where possible and economically viable. However, it remains the Member States responsibility to implement such projects. Also, other parts of the network should benefit from major infrastructure investments on the TEN-T HSR network. Night trains and rail freight should benefit from the proposed improvements to capacity coordination, track access charges, vehicle authorisation and rolling stock financing. In addition, the Commission intends to tackle infrastructural, commercial and technical barriers, including rolling stock availability and access to service facilities. 1 https://transport.ec.europa.eu/document/download/774e79c9-1ece-4514-8f16a2b98049c82e_en?filename=COM_2025_903_HSR.pdf. 2 https://eur-lex.europa.eu/eli/reg/2024/1679/oj/eng. 3 https://transport.ec.europa.eu/document/download/c814d78c-1867-4efc-87aad1af34ae253f_en?filename=SWD_2025_960_HSR_maps_tables.pdf.”
  EU funding for transportation · EU support of rail transport · EU transport infrastructure integration
• 2026-03-13 “E-000342/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission In general, road signs are established in the Vienna Convention on Road Signs and Signals 1 (the Convention); the Member States are contracting parties to this Convention. The Convention allows for a certain flexibility concerning the colour of certain symbols or the background, e.g., signs notifying an entry to or an exit from a motorway, or an entry to or exit from a road on which the traffic rules are the same as on a motorway, shall have blue or green ground. Nonetheless, application of the Convention is not subject to any legal obligation established at EU level. Traffic regulation falls completely in the competence of the Member States. Therefore, the Commission does not plan to take any action in this domain for the time being. Further harmonisation and introduction of new signs should be done in the framework of the Convention. 1 https://unece.org/DAM/trans/conventn/Conv_road_signs_2006v_EN.pdf.”
  EU transport infrastructure integration
• 2026-03-13 “E-000311/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The list of ports included in the trans-European transport network (TEN-T) was revised recently as part of the broader review of the TEN-T framework, reflected in Regulation (EU) 2024/1679 1 . The entry criteria for ports and other nodes go beyond pure traffic-volume considerations. They are detailed in Article 25(4) of the regulation and the TEN-T planning methodology 2 . Article 58 of the regulation allows amendments to the network by means of delegated acts. However, considering the recent revision and the absence of requests for additions from Member States, the Commission currently has no plans for such amendments but is continuously monitoring the situation. The eligibility of ports for funding under the Connecting Europe Facility military mobility envelope relies – inter alia – on their location within the TEN-T and military mobility network. Therefore, for eligibility, non TEN-T ports would need to be included through the means of Article 58, as outlined above. The TEN-T policy promotes a sustainable, safe, efficient and resilient network by – inter alia – improving connectivity, upgrading rail links, reducing dwelling times, and strengthening intermodal capacity. This supports more reliable logistics and supply chains. Almost 75% of goods entering or leaving Europe go through EU ports, making them critical for European supply chains. This is set to be addressed further by the European Ports Strategy and EU Industrial Maritime Strategy. 1 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=OJ:L_202401679. 2 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:52021SC0471.”
  EU funding for transportation · EU transport infrastructure integration
• 2026-03-13 “E-000318/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The Commission has been made aware of the matter by stakeholders. It appears that the recent Hungarian measures concern heavy-goods-vehicles above 20 tons crossing the state border of Hungary by road. The Commission services have already contacted the Hungarian authorities to understand if heavy-goods-vehicles above 20 tons registered in Hungary are also covered by the new rules, which are laid down in particular in the amended Hungarian Act I of 1988 on road transport. The Commission services are currently assessing the Hungarian measures against EU law, notably the free movement of goods (Articles 34 and 35 of the Treaty on the Functioning of the European Union) and Regulation (EC) No 1072/2009 1 of the European Parliament and of the Council of 21 October 2009 on common rules for access to the international road haulage market. The Honourable Member will be informed of the result of this assessment. 1 https://eur-lex.europa.eu/eli/reg/2009/1072/oj/eng.”
  EU transport infrastructure integration
• 2026-03-12 “E-003744/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission On 16 December 2024, the Commission opened an infringement procedure 1 against Greece for partial compliance with certain aspects of EU railway safety legislation, namely the Rail Safety Directive 2 . This infringement case also focuses on issues related to the functioning of the Hellenic Air and Rail Safety Investigation Authority (HARSIA, EODASAAM in Greek). Furthermore, the Commission notes that the EODASAAM’s report from the investigation of the Tempi accident 3 contains a recommendation addressed to the responsible Greek Ministry to issue detailed instructions ensuring protection of accident sites 4 . The Commission believes that the implementation of these measures, should ensure the preservation of accident sites and evidence contained therein, as well as effective investigation of accidents and incidents. The Commission remains in contact with the Greek authorities monitoring the situation. 1 Case number INFR(2023)2036, see associated press release: https://ec.europa.eu/commission/presscorner/detail/en/inf_24_6006. 2 Directive (EU) 2016/798 of the European Parliament and of the Council of 11 May 2016 on railway safety, OJ L 138 26.5.2016, p. 102, ELI: https://eur-lex.europa.eu/eli/dir/2016/798. 3 https://www.harsia.gr/wp-content/uploads/2025/02/EODASAAM_Accident_Investigation_Tempi-1.pdf. 4 See Recommendation 2025-RL01-015.”
  EU support of rail transport · EU policy on aviation safety
• 2026-03-06 “E-000193/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The European Union Aviation Safety Agency (EASA) is aware of these developments, which were communicated directly to the Agency and the Commission in 2025. As explained in the Commission’s replies to questions E-002375/2023, E-000314/2024, E001567/2025 and E-002267/2025, Unidentified Anomalous Phenomena (UAPs) can be reported, as any other aviation safety occurrences, via a harmonised reporting system at EU level, called ECCAIRS2 1 , already implemented and managed in accordance with Regulation (EU) 376/2014 2 . The users of ECCAIRS2 are Member States, Iceland, Norway, Switzerland, and EASA. These occurrences are classified and stored in the European Central Repository of aviation safety occurrences for further analysis. EASA has confirmed that, at present, the risk situation remains unchanged and that no further action is warranted in this area. 1 https://aviationreporting.eu/. 2 https://eur-lex.europa.eu/eli/reg/2014/376/oj/eng.”
  EU policy on aviation safety
• 2026-03-05 “E-000260/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission As from 1 July 2026, the scope of application of Regulations (EC) No 561/2006 1 and (EU) No 165/2014 2 will be extended to light commercial vehicles (LCVs) over 2.5 tonnes active in international transport and cabotage operations. Existing rules on driving times and rest periods, installation and use of tachographs, and posting of drivers will therefore apply to these transport operations. The purpose of these new rules is to avoid unfair competition by LCVs in the transport of goods by road by levelling the playing field between high duty vehicles and LCVs. Controls to enforce these rules are to be carried out by authorised control officers appointed by the Member States’ relevant authorities. Penalties applicable to infringements of these rules are to be laid down by the Member States in accordance with Article 19 of Regulation (EC) No 561/2006 and Article 41 of Regulation (EU) No 165/2014. In addition, the Commission adopted Implementing Regulation (EU) 2016/403 3 which draws up a list of categories, types and degrees of seriousness of serious infringements which may lead to the loss of good repute of the road transport undertaking or the transport manager. The Commission is committed to ensuring a uniform and high level of enforcement of these rules across all Member States. The European Labour Authority can also help Member States by providing training to control officers, disseminating good practices and coordinating joint inspections. 1 Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006 on the harmonisation of certain social legislation relating to road transport and amending Council Regulations (EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (EEC) No 3820/85, OJ L 102, 11.4.2006, p. 1. 2 Regulation (EU) No 165/2014 of the European Parliament and of the Council of 4 February 2014 on tachographs in road transport, repealing Council Regulation (EEC) No 3821/85 on recording equipment in road transport and amending Regulation (EC) No 561/2006 of the European Parliament and of the Council on the harmonisation of certain social legislation relating to road transport, OJ L 60, 28.2.2014, p. 1. 3 Commission Regulation (EU) 2016/403 of 18 March 2016 supplementing Regulation (EC) No 1071/2009 of the European Parliament and of the Council with regard to the classification of serious infringements of the Union rules, which may lead to the loss of good repute by the road transport operator, and amending Annex III to Directive 2006/22/EC of the European Parliament and of the Council, OJ L 74, 19.3.2016, p. 8.”
  EU Competition policy · Road transport environmental policy
• 2026-02-19 “E-004062/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission The independence of the rail infrastructure manager, in particular as regards path allocation and charging, which are the essential functions of an infrastructure manager, is fundamental to ensure the development of a strong and fair rail sector to the benefit of passengers and businesses. With Directive (EU) 2016/2370 1 , specific rules to ensure this independence were introduced in Chapter II of Directive 2012/34/EU 2 . The Commission is continuously monitoring and assessing compliance with these rules across the Union. Article 2(1) of Directive 2012/34/EU provides that ‘railway undertakings which only operate urban, suburban or regional services on local and regional stand-alone networks for transport services on railway infrastructure or on networks intended only for the operation of urban or suburban rail services’ are to be exempt from the application of Chapter II of that Directive. Based on the information available, the railway undertaking referred to in the Honourable Member’s written question only operates metro and tramway services on dedicated lines in and around the city of Athens. Therefore, it appears to be exempt from the independence requirements laid down in Articles 7 and 7a of Directive 2012/34/EU. For this reason, the Commission is not considering taking any steps regarding the matter described in the Honourable Member’s question. The matter is not covered in the infringement case INFR(2023)2036 3 mentioned in the Honourable Member’s written question, as this infringement is based on Directive (EU) 2016/798 4 which does not contain any independence requirements concerning the infrastructure manager. 1 Directive (EU) 2016/2370 of the European Parliament and of the Council of 14 December 2016 amending Directive 2012/34/EU as regards the opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure (OJ L 352, 23.12.2016, p. 1, ELI: http://data.europa.eu/eli/dir/2016/2370/oj). 2 Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area (recast) (OJ L 343, 14.12.2012, p. 32, ELI: http://data.europa.eu/eli/dir/2012/34/oj). 3 More details can be found here: https://ec.europa.eu/implementing-eu-law/search-infringementdecisions/?lang_code=sv&langCode=EN&version=v1&typeOfSearch=byDecision&refId=INFR(2023)2036&pa ge=1&size=10&order=desc&sortColumns=decisionDate. 4 Directive (EU) 2016/798 of the European Parliament and of the Council of 11 May 2016 on railway safety (recast) (OJ L 138, 26.5.2016, p. 102, ELI: http://data.europa.eu/eli/dir/2016/798).”
  EU support of rail transport
• 2026-02-12 “P-000057/2026 Answer given by Mr Tzitzikostas on behalf of the European Commission The Commission and the European Organisation for the Safety of Air Navigation (EUROCONTROL) were timely informed by the Greek authorities about the serious incident and that the closure of the Greek airspace most likely was caused by a failure in voice communications systems. Civil aviation flights operate under common EU aviation safety rules. The Hellenic Civil Aviation Authority (H-CAA) is the national supervisory authority responsible for the enforcement of EU legislation on Air Traffic Management in Greece including the Implementing Regulation (EU) 2017/373 on the common requirements for providers of air traffic management and air navigation services 1 . The European Union Aviation Safety Agency (EASA) supervises the H-CAA oversight tasks by conducting regular standardisation visits and monitoring their safety oversight to assess compliance with EU regulations. According to official sources, the Greek Safety Investigation Authority will conduct an independent safety investigation according to its mandate under the International Civil Aviation Organization (ICAO) Annex 13 and Regulation (EU) No 996/2010 on aviation safety investigation of accidents and incidents 2 . The investigation aims to determine the root cause of the outage, contributing factors of the incident, and develop recommendations to prevent future occurrences, without apportioning blaming. EASA has appointed a technical advisor to the investigator in charge and stands ready for supporting the Greek Safety Investigation Authority. 1 https://eur-lex.europa.eu/eli/reg_impl/2017/373/oj/eng. 2 https://eur-lex.europa.eu/eli/reg/2010/996/oj/eng.”
  EU policy on aviation safety
• 2026-02-09 “E-004070/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission In its Sustainable and Smart Mobility Strategy 1 , the Commission committed to ‘explore options to further support safe, smart and sustainable road transport operations under an existing agency or another body’. In line with this commitment, the Commission launched a feasibility study, which identifies shortcomings in the current policy implementation and governance set-up and investigates the economic, technical, legal, as well as financial feasibility of different scenarios in terms of governance structure for meeting the identified needs which go beyond road safety. While the feasibility study on the possible support to this development has been completed, the Commission’s assessment of the needs has not been finalised yet. Further steps on this issue will be decided by the Commission following the outcome of this assessment. 1 https://transport.ec.europa.eu/transport-themes/mobility-strategy_en”
  EU support of rail transport · EU policy on aviation safety
• 2026-02-09 “E-004204/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. Connecting Europe Facility (CEF) Transport projects, including 21-EL-TCKARTOXRAIL ‘Construction of the new single railway line, section Nea Karvali – Toxotes’, granted under the 1 st CEF2 call CEF-T-2021-CORECOEN, have been awarded funds in compliance with the EU acquis 1 and, particularly, with the environmental legislation in force. The project was retained for funding based on approved national environmental conditions, which were in force at the time of the selection decision. These environmental conditions are currently under review by the national Council of State (Administrative Supreme Court), following an appeal procedure initiated by a locally established company after the signature of the respective Grant Agreement. 2. The management of the project’s identified risks falls under the responsibility of the beneficiary implementing the project. Any potential update of the risk register of the project, as a result of the revision of the national environmental conditions, will be assessed accordingly by the European Climate, Infrastructure and Environment Executive Agency (CINEA). 3. Based on the decision of the national Council of State, with regard to the national environmental conditions, the Commission will determine its position concerning the cofinancing of the project. 1 Regulation (EU) 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility, OJ L 249, 14.7.2021, p. 38, ELI: http://data.europa.eu/eli/reg/2021/1153/oj; Regulation (EU, Euratom) 2018/1046 of the European Parliament and of the Council of 18 July 2018 on the financial rules applicable to the general budget of the Union, amending Regulations (EU) No 1296/2013, (EU) No 1301/2013, (EU) No 1303/2013, (EU) No 1304/2013, (EU) No 1309/2013, (EU) No 1316/2013, (EU) No 223/2014, (EU) No 283/2014, and Decision No 541/2014/EU and repealing Regulation (EU, Euratom) No 966/2012, OJ L 193, 30.7.2018, p. 1. https://eur-lex.europa.eu/eli/reg/2018/1046/oj/eng.”
  EU funding for transportation · EU support of rail transport
• 2026-01-30 “E-004253/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission ReFuelEU Aviation 1 (RFEUA) provides a framework for scaling up sustainable aviation fuels (SAF) production and uptake across the EU. It also provides uniform rules for all operators (EU and non-EU) across all Member States, ensuring a level playing field. SAF is a key measure to decarbonise the sector. The Commission remains fully committed to RFEUA’s legal framework. Its full implementation will allow aviation sector to grow in a sustainable manner. Moreover, investing in SAF production in the EU can secure the EU's global leadership, while also promoting a more energy-independent, and competitive Europe. The EU is in early days of RFEUA implementation, and it is already visible that it is delivering. It has significantly boosted the aviation biofuels production from virtually nothing in 2023 to around 1.4 million tons in 2025, which is well above the 2% target under RFEUA. The Commission presented on 5 November 2025 the Sustainable Transport Investment Plan 2 (STIP). The STIP outlines a strategic framework to boost investments in renewable and lowcarbon fuels in the aviation and maritime sectors. The EU already supports a transition to SAF with the EUR 20 million of SAF allowances under the EU ETS 3 (EUR 1,6 billion), which will help to narrow the price gap between SAF and fossil kerosene in the transition period. The Commission is also conducting a study on aviation competitiveness to assess the extent to which EU environmental policies might lead to additional costs on EU airlines compared to those based in non-EU countries. Based on the study, the Commission will analyse whether EU action is needed. 1 Regulation (EU) 2023/2405 of the European Parliament and of the Council of 18 October 2023 on ensuring a level playing field for sustainable air transport (ReFuelEU Aviation). 2 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions, Sustainable Transport Investment Plan (COM(2025) 664). 3 Directive (EU) 2023/958 of the European Parliament and of the Council of 10 May 2023 amending Directive 2003/87/EC as regards aviation’s contribution to the Union’s economy-wide emission reduction target and the appropriate implementation of a global market-based measure.”
  Decarbonisation of aviation sector
• 2026-01-28 “E-004193/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission The Commission has assessed all proposals currently pending with the European Parliament and the Council. Those that are either no longer in general interest in view of their adoption date, lack progress in the legislative process, risk potential burden or do not align with the Union's priorities have been planned to be withdrawn. This list includes the proposal to revise the Combined Transport Directive 1 . In line with the interinstitutional agreement on better law-making, both the European Parliament and the Council can now express their views on the proposals that the Commission intends to withdraw. The Commission will then in spring 2026 carefully take their views into account and will decide if it will or will not withdraw the proposal for a revised Combined Transport Directive. If it withdraws the proposal, it will assess whether it is appropriate to prepare any other proposal and the appropriate timeframe for any such potential proposals. The existing Directive will remain in force and the Commission can, as appropriate, place greater emphasis on ensuring proper implementation of the regulatory support scheme established by that Directive. 1 https://eur-lex.europa.eu/legal-content/en/TXT/?uri=CELEX%3A31992L0106.”
  EU transport infrastructure integration · EU support of rail transport
• 2026-01-27 “E-002744/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission As is the case for any preparatory work ahead of a possible legislative proposal, the Commission will ensure full compliance with the principles of proportionality, subsidiarity, and better regulation 1 . An Impact Assessment was conducted and reviewed by the Regulatory Scrutiny Board, and all relevant checks were performed in accordance with the relevant Commission procedures. The Impact Assessment evaluated and compared different policy options, including the setting of national targets, rules on financial support for corporate vehicles, or targets for specific entities. The Commission’s proposal and Impact Assessment have been adopted and published 2 . 1 https://commission.europa.eu/law/law-making-process/better-regulation_en. 2 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex:52025DC0096.”
  Climate efforts · Road transport environmental policy · Corporate fleet electrification: binding zero-emission quotas vs. voluntary approach
• 2026-01-27 “E-004142/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. In 2023 the Commission looked in detail at the rise of air fare prices at that time to better understand the industry dynamics that led to higher prices. No formal investigations were launched. The analysis has fed into the review 1 of Regulation (EC) No 1008/2008 2 , which is looking inter alia at issues in relation to how to effectively deliver sustainable and affordable air connectivity for all of Europe, while retaining the global competitiveness of EU carriers. 2. The study referred to by the Honourable Members with the annex containing decisions of national competition authorities was published by the Directorate-General for Internal Policies of the European Parliament. The Commission does not collate and publish the decisions of national competition authorities. 3. In 2013 the Commission proposed a revision of Regulation (EC) No 261/2004 on air passenger rights. This text was complemented by a legislative proposal 3 in 2023 on enforcement mechanisms, with a view to improving the rules for obtaining reimbursement and compensation for air passengers. Both proposals are now being discussed by the colegislators. The Commission will continue to support both institutions in order to find a balanced agreement. 1 https://ec.europa.eu/info/law/better-regulation/have-your-say/initiatives/14620-Aviation-EU-air-services-rulesrevision-_en. 2 https://eur-lex.europa.eu/eli/reg/2008/1008. 3 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX%3A52023PC0753.”
  Decarbonisation of aviation sector · EU Competition policy
• 2026-01-27 “E-004034/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission There is no comprehensive information available on the density and capacity of multimodal terminals in the EU. The TEN-T (trans-European transport network) Regulation 1 requires Member States to conduct an assessment of terminal capacity within their territories and, if their terminal capacity is deemed insufficient, develop an action plan determining the number, type, and location of new or upgraded terminals. Member States must complete their analyses by 19 July 2027 and their subsequent action plans in one year thereafter. The Commission is currently finalising a study designed to identify NUTS3 2 regions where the establishment or upgrading of multimodal terminals would be desirable. The study is based on comparing road-only freight flows on corridors (including ScanMed) that run parallel to intermodal transport routes (between same origin-destination pairs). The study highlights also regions where suitable terminals may be in another Member State. The results of this study are expected soon. It will provide input and methodological guidance to Member States conducting their detailed analyses of the excess capacities of existing facilities and identifying investment priorities. The financial support for investments is under the Connecting Europe Facility 3 . Other funding opportunities may be accessible through the Cohesion policy funds. Finally, the Commission is finalising the adoption of State aid rules to Land and Multimodal Transport that will facilitate national funding to multimodal terminals. 1 Regulation (EU) 2024/1679 of the European Parliament and of the Council of 13 June 2024 on Union guidelines for the development of the trans-European transport network, amending Regulations (EU) 2021/1153 and (EU) No 913/2010 and repealing Regulation (EU) No 1315/2013 (Text with EEA relevance). 2 Nomenclature of territorial units for statistics. 3 Regulation (EU) 2021/1153 of the European Parliament and of the Council of 7 July 2021 establishing the Connecting Europe Facility and repealing Regulations (EU) No 1316/2013 and (EU) No 283/2014.”
  EU support of rail transport · EU transport infrastructure integration · EU funding for transportation
• 2026-01-27 “E-004507/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission It is important to distinguish between cooperative and non-cooperative unmanned aircraft systems (UAS) traffic. For cooperative traffic, geo-awareness provides the operator with information on nearby UAS Geographical Zones, enabling them to take the necessary action to deviate and avoid breaching airspace limitations. Geofencing can serve as an additional safeguard to prevent accidental entry. However, for malicious actors, geofencing offers limited protection, as they can disable the satellite navigation or use custom-built systems to bypass geographical restrictions. The UAS geofencing function requirement was not included in the Delegated Regulation (EU) 2019/945 1 because stakeholder feedback indicated at the time a limited priority for this regulatory measure. As part of a 2026 progress review of the Drone Strategy 2.0 2 , the Commission will re-examine this topic. In the framework of the EU project COURAGEOUS 2 , the Commission launched a Regulatory Needs Mapping Study in March 2025, well before the recent surge in drone incidents. This study aims to identify regulatory barriers, gaps, and needs across Member States. This study has the potential to contribute to further regulatory developments. 1 https://eur-lex.europa.eu/eli/reg_del/2019/945/oj/eng. 2 https://transport.ec.europa.eu/system/files/2022-11/COM_2022_652_drone_strategy_2.0.pdf.”
  EU policy on aviation safety
• 2026-01-23 “E-004622/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission The extension of the scope of Regulations (EC) No 561/2006 1 and (EU) No 165/2014 2 to Light Commercial Vehicles (LCVs) engaged in international transport operations or cabotage 3 was adopted in the context of ‘Mobility Package I’ in 2020 4 . Its objective is to level the playing field in international road transport between operators of heavy-duty vehicles and light commercial vehicles. It will, as a result, also contribute to providing better working conditions for the drivers of these vehicles, including when such drivers are posted. By the time this provision starts applying on 1 July 2026, the undertakings concerned will therefore have had six years to organise themselves to comply with this obligation. The Commission therefore has no intention to propose a postponement of the deadline of 1 July 2026. The Commission remains in close contact with the road transport sector in this respect. It is the responsibility of the equipment manufacturer to fix any bugs or errors in a typeapproved smart tachograph version 2. Where such errors are manifestly not the responsibility of the driver, enforcers should keep this in mind in their enforcement practices and should not penalise drivers for this sole reason. 1 Regulation (EC) No 561/2006 of the European Parliament and of the Council of 15 March 2006 on the harmonisation of certain social legislation relating to road transport and amending Council Regulations (EEC) No 3821/85 and (EC) No 2135/98 and repealing Council Regulation (EEC) No 3820/85, OJ L 102, 11.4.2006, p. 1. 2 Regulation (EU) No 165/2014 of the European Parliament and of the Council of 4 February 2014 on tachographs in road transport, repealing Council Regulation (EEC) No 3821/85 on recording equipment in road transport and amending Regulation (EC) No 561/2006 of the European Parliament and of the Council on the harmonisation of certain social legislation relating to road transport, OJ L 60, 28.2.2014, p. 1. 3 Article 2(1)(aa) of Regulation (EC) No 561/2006 of the European Parliament and of the Council. 4 Regulation (EU) 2020/1054 of the European Parliament and of the Council of 15 July 2020 amending Regulation (EC) No 561/2006 as regards minimum requirements on maximum daily and weekly driving times, minimum breaks and daily and weekly rest periods and Regulation (EU) No 165/2014 as regards positioning by means of tachographs, OJ L 249, 31.7.2020, p. 1.”
  Road transport environmental policy
• 2026-01-22 “E-004001/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission The EU type approval framework requires that vehicles only enter the market after certification against existing standards, including high safety standards, whilst other jurisdictions rely on self-certification. The EU is working at United Nations level with other countries (such as Japan and the United Kingdom) on making that framework fit for highly automated vehicles. This work is ongoing and is scheduled for completion in 2026. Type approval of highly automated vehicles is already possible today under Regulation EU 2022/1426 1 and the Commission is working on removing the biggest remaining barrier for highly automated vehicles, namely the small-series limit (of 1,500 registrations per year per model, far exceeding current deployment levels, and its removal is thus only needed for future large-scale commercial deployment. The latter requires the technology to mature and a market for highly automated vehicles to emerge). This framework alone however is not sufficient as few Member States have national traffic rules that allow highly automated vehicles on their roads, hindering the potential of the single market for autonomous driving. Cooperation between all those that develop and build those vehicles, as well as road operators and infrastructure managers is crucial. Indeed, testing innovative automated driving technologies on public roads in Europe typically requires permits based on exemptions from national rules, which requires multiple approvals across different Member States. The Commission is working with Member States to propose crossborder testbeds with a single regulatory sandbox in early 2026 to facilitate commercial predeployment of highly automated vehicles on open roads across the EU, as announced in COM/2025/95 2 . 1 https://eur-lex.europa.eu/eli/reg_impl/2022/1426/oj/eng. 2 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex:52025DC0095.”
  EU policy on aviation safety
• 2026-01-20 “E-004468/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission The Communication of the Commission ‘Connecting Europe through High-Speed Rail’ 1 that was published on 5 November 2025 builds on Regulation (EU) 2024/1679 2 , known as the TEN-T Regulation, which defines the trans-European transport network and aims to accelerate the development of high-speed rail across the continent. The map published in the press merely shows a snapshot of a very few capital-to-capital connections and not the entire high-speed plan. Figure two of the same Communication and, in more detail, the accompanying Staff Working Document 3 show the high-speed rail network in all EU regions and major cities, including Calabria, Basilicata, Puglia and Sicily. The plan does not propose nor entail any changes to the TEN-T Regulation and fully adheres to the objectives of sustainability, cohesion, efficiency and user benefits set therein, in line with the provisions of article 170 of the Treaty on the Functioning of the European Union. 1 https://transport.ec.europa.eu/document/download/774e79c9-1ece-4514-8f16a2b98049c82e_en?filename=COM_2025_903_HSR.pdf. 2 https://eur-lex.europa.eu/eli/reg/2024/1679/oj/eng. 3 https://transport.ec.europa.eu/document/download/c814d78c-1867-4efc-87aad1af34ae253f_en?filename=SWD_2025_960_HSR_maps_tables.pdf.”
  Cohesion and rural funding
• 2026-01-20 “E-004514/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission The Communication ‘Connecting Europe Through High-Speed’ 1 sets out how the Commission plans to improve connectivity between capitals through high-speed, which will accelerate achieving the EU’s twin goals of becoming carbon-neutral by 2050 and strengthening the European Union’s global competitiveness. In this endeavour, bridging the investment gap will be crucial. The next EU long-term budget (2028-2034) is currently negotiated in the European Parliament and the Council, based on the Commission’s proposals of July 2025 2 . The proposal for the next Connecting Europe Facility foresees to double the current budget with a particular focus on cross-border transport infrastructure projects, which will help also in the development of a European high-speed network. However, public funding alone will not suffice to meet the substantial investment estimates. EU funding will be required to leverage funding and financing from other public and private sources. The Commission welcomes a more strategic and coordinated use of European funds, national measures, user charges, and where needed financial investment from the private sector. Therefore, the Commission will develop a financing strategy and will engage in a strategic dialogue with Member States, financial institutions and other key stakeholders to discuss how to leverage the impact of EU financing instruments and create a European ecosystem of investors engaged in financing strategic projects. The strategic dialogue will also promote cooperation between the rail sector actors by disseminating best practices in the EU. A ‘HighSpeed Rail Deal’ to be agreed in 2026 will set out joint commitments by all relevant partners to mobilise the necessary resources. 1 https://commission.europa.eu/news-and-media/news/connecting-europe-through-high-speed-rail-2025-1105_en. 2 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex:52025PC0547.”
  Energy (green transition)
• 2026-01-19 “P-003844/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. The legislative dossier proposing to amend the Combined Transport Directive 1 (CTD) has been under consideration by the co-legislators since 2024. While the Commission worked closely with the Belgian and Hungarian Presidencies, negotiations proved challenging, and no Council general approach has been reached. Formal discussions in the European Parliament have not yet started. Therefore, the CTD was included among the draft laws which the Commission is planning to withdraw in 2026. In line with the interinstitutional agreement on better law-making, both the European Parliament and the Council can now express their views on this intention. The Commission will then carefully take their views into account before deciding on next steps. 2. The CTD is not designed as an instrument to ensure the connectivity of peripheral or isolated regions, for which other EU instruments - such as public service contracts or alternative measures permitted under EU law - should be considered. Rather, the Directive aims to reduce the externalities of long-distance road transport within the Union by promoting modal shift. For this reason, the proposal covered ferry operations only where longer maritime legs can effectively replace extended road routes. 3. The proposed amendments to the CTD sought to establish fair, technology- and geographyneutral eligibility criteria, ensuring that all operations - regardless of their mode combinations - would be assessed on the basis of a uniform external cost reduction. 1 Council Directive 92/106/EEC, https://eur-lex.europa.eu/eli/dir/1992/106/oj/eng.”
  EU transport infrastructure integration · EU support of rail transport
• 2026-01-19 “E-004063/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission The Commission is in close contact with the Greek authorities and receives regular progress reports on the actions implemented and programmed by the Hellenic Civil Aviation Authority (H-CAA) to achieve compliance with the EU Regulations related to the three infringement procedures indicated in the Honourable Member’s question. The Commission remains committed to ensuring full compliance by the Greek authorities with EU law and proactively follows up on all three infringements. In December 2025, the Commission while acknowledging the efforts to take necessary measures by the Greek authorities, at this stage, considers that the progress has been insufficient and therefore decided to refer Greece to the Court of Justice of the European Union for failing to put in place the necessary measures to design and publish performance-based navigation (PBN) procedures at Greek airports. In addition, the Commission decided to send a reasoned opinion to Greece for failing to implement the aircraft identification technology (deployment of radars). The H-CAA is the national competent authority that is responsible for the day-to-day oversight and enforcement of EU safety related regulations in Greece. The European Aviation Safety Agency supports the H-CAA and other national competent authorities by checking their safety oversight through regular standardisation visits.”
  EU policy on aviation safety
• 2026-01-16 “E-004431/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission To date, no Member State has formally notified the Commission of a possible future preference for adopting permanent summer- or winter-time. Member States are currently not obliged to communicate such information to the Commission. In light of the limited progress made on the Commission’s proposal of 2018 to discontinue seasonal time changes and to assist decision-making on the matter, the Commission is launching a study aimed at evaluating the implications of discontinuing the practice of switching between summer- and winter-time. The results of this study are expected to be available before the end of 2026. The Commission is committed to keeping the European Parliament informed of the progress and outcomes of this study.”
  EU competences on health
• 2026-01-05 “E-004211/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission Operational safety standards for international aviation (including on aircrew) are defined by the International Civil Aviation Organisation (ICAO) and its Convention on International Civil Aviation (also known as the Chicago Convention). ICAO verifies that these standards are respected by its 193 signatory States, including States in Africa. In addition, the European Union Aviation Safety Agency (EASA), in the context of the Third Country Operator (TCO) authorisations that it issues (in accordance with Commission Regulation (EU) No 452/2014 1 ), verifies that third-country airlines comply with the applicable ICAO standards before they are allowed to operate in the EU’s airspace. In line with the ICAO-system, airlines that respect ICAO rules can operate freely across borders. Any third country operator that, for safety reasons in terms of non-compliance with international safety standards, is not issued a TCO authorisation or has an existing one revoked, will eventually be included in the EU Air Safety List of air carriers subject to an operating ban within the Union. The flights that are referred to in the written question were subject to this oversight system. There are no indications that the issues raised by the Honourable Members stem from a lack of respect of existing rules or that the rate of occurrences would be abnormal. The Single European Sky deals with air traffic management and does not impose operational safety requirements on third-country airlines. 1 https://eur-lex.europa.eu/eli/reg/2014/452/oj/eng.”
  EU policy on aviation safety
• 2025-12-23 “E-003515/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. and 2. The Commission is of the view that a common package of measures on the Brenner motorway is the best long-term solution. The Commission is available to resume negotiations should the Member States concerned wish to agree on such a common package. The closure of the Mont Blanc tunnel, mentioned by the Honourable Members, is imputable to maintenance and structural works. Such works, as well as those related to the Fréjus tunnel, are necessary for road safety reasons and in order to prolong the useful lifetime of the infrastructure. They will have a positive effect for the single market in the long term. However, the Commission supports the initiative of several Alpine States to better coordinate road and rail maintenance and structural works to ensure sufficient capacity at the Alpine crossing at any given time. At this stage, the Commission does not plan to revise the Transport Protocol of the Alpine Convention which ensures the right balance between transport needs and environmental protection. 3. The Connecting Europe Facility (CEF) supports the implementation of the trans-European transport network (TEN-T), including key trans-Alpine corridors. Under the proposed CEF programme for 2028–2034 1 , with a transport budget of EUR 51.515 billion, funding will continue to be awarded through competitive calls for eligible projects, including cross-border Alpine transport infrastructure. In addition, CEF can be combined with other EU instruments to leverage private investments and accelerate the delivery of resilient and sustainable connections. 1 https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:52025PC0547.”
  EU funding for transportation · EU transport infrastructure integration
• 2025-12-16 “P-004511/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission 1. As a general rule, Directive 2012/34/EU 1 (‘the Directive’) provides that track access charges must be set at least at the level of the cost which is ‘directly incurred as a result of operating the train service’ 2 . Subject to specific conditions, a mark-up may also be added 3 . The level of direct costs is not set in the Directive, but needs to be calculated on a case-bycase basis in accordance with the rules set out in Implementing Regulation (EU) 2015/909 4 . Article 34 of the Directive permits track access charges to be temporarily set below the level of direct costs to offset ‘the demonstrably unpaid environmental, accident and infrastructure costs of competing transport modes’, but this is the only possible exception. 2. The Commission is not in a position to determine whether the level of track access charges applied in Sweden is too low, and further wishes to note that, according to Article 56 of the Directive, it is the responsibility of the regulatory body to ensure that the level of track access charges complies with applicable rules. Further, decisions of the regulatory body regarding track access charges may be appealed before national courts. 3. While the Commission takes the view that the Directive sets a broad policy goal of lowering track access charges, the fact that it explicitly prohibits infrastructure managers from setting mark-ups at a level which would undermine ‘the optimal competitiveness of rail market segments’ cannot be construed as an exception to the general rule that infrastructure users must pay at least the level of direct costs. 1 Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area (recast) (OJ L 343, 14.12.2012, p. 32, ELI: http://data.europa.eu/eli/dir/2012/34/oj). 2 In accordance with Article 31(3), first sub-paragraph of the Directive. 3 In accordance with Article 32(2) of the Directive. 4 Commission Implementing Regulation (EU) 2015/909 of 12 June 2015 on the modalities for the calculation of the cost that is directly incurred as a result of operating the train service (OJ L 148, 13.6.2015, p. 17, ELI: http://data.europa.eu/eli/reg_impl/2015/909/oj).”
  EU support of rail transport
• 2025-12-16 “E-003748/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission The following Member States have submitted their draft national policy frameworks (NPF) for alternative fuel market development and infrastructure deployment, as per Article 14(1) of Regulation (EU) 2023/1804 1 by 1 December 2025: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Germany, Estonia, Finland, France, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Poland, Romania, Slovenia, Sweden. The Commission sent a reminder in May 2025 to Member States who had not submitted their draft NPF by then. In September 2025, the Commission has opened pre-infringement dialogues with the Member States that had not submitted their draft NPF by September 2025. 1 Regulation (EU) 2023/1804 of the European Parliament and of the Council of 13 September 2023 on the deployment of alternative fuels infrastructure, and repealing Directive 2014/94/EU, OJ L 234, 22.9.2023, pp. 1– 47: https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32023R1804.”
  EV charging infrastructure · Road transport environmental policy
• 2025-12-08 “E-003819/2025 Answer given by Mr Tzitzikostas on behalf of the European Commission On 24 April 2025, the Commission made a proposal to amend Directive 2014/45/EU 1 . It proposed to amend Annex I of the Directive on the minimum requirements concerning the contents and recommended methods of testing, notably to include new test items relevant for battery electric and hybrid vehicles (section 4.14 on high-voltage systems), among others. The Commission has no plans to use EU funds to equip vehicle testing stations for electric vehicle inspections, the organisation of which remains a prerogative of the Member States. The Commission does not consider that specific measures are necessary to ensure the mutual recognition of electric vehicle inspections but is of the view that the general requirements are sufficient. It is not clear what ‘reliability tests’ refer to in the question. 1 Proposal for a DIRECTIVE OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL amending Directive 2014/45/EU on periodic roadworthiness tests for motor vehicles and their trailers and Directive 2014/47/EU on the technical roadside inspection of the roadworthiness of commercial vehicles circulating in the Union, COM/2025/180 final. https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex:52025PC0180.”
  Road transport environmental policy