Philippe OLIVIER

Policy topics Philippe OLIVIER is active on

What Philippe OLIVIER has said (7)

• 2026-01-22 “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.”
  Road transport environmental policy · EU Competition policy
• 2025-02-20 “E-000801/2025 Answer given by Mr Brunner on behalf of the European Commission The European Ports Alliance 1 is a key element in the Commission’s policy to tackle organised crime and drugs trafficking, implementing the whole-of-society, multi-stakeholder approach of ProtectEU: a European Internal Security Strategy 2 . The results achieved so far are promising, with record seizures of cocaine in EU ports reported and numerous actions already put in place under the Alliance’s three pillars since the Alliance’s launch. The Commission set up a public-private partnership to support actors in the maritime logistics chain. Best practices were shared in workshops on four priorities (operational cooperation, prevent infiltration, implement security standards, innovation). The Commission funded customs equipment and created the dedicated EU Customs Alliance for Borders Expert Team. The EU Agency for Law Enforcement Cooperation (Europol) supported law enforcement operations against drug trafficking in the maritime logistics chain 3 . Multiple tools are needed to address the threat from drugs imported via ports, including controls. Increasing port security measures has been a topic discussed in the European Ports Alliance and will also be addressed in the EU Ports Strategy. The World Shipping Council as well as the European Community Shipowners’ Association, together with other representatives of the maritime logistics chain, are members of the European Ports Alliance public-private partnership, contributing to improved security of relevant supply chains and EU ports. 1 https://home-affairs.ec.europa.eu/news/european-ports-alliance-fight-drug-trafficking-and-organised-crime2024-01-24_en. 2 Communication from the Commission to the European Parliament, the Council, the European Economic and Social Committee and the Committee of the Regions on ProtectEU: a European Internal Security Strategy, COM(2025) 148 final. 3 See for example the operation published by Europol on 14 March 2025, https://www.europol.europa.eu/mediapress/newsroom/news/large-cocaine-bust-in-ecuador-36-arrested-after-73-tonnes-of-drugs-seized.”
  EU policy on criminal justice · EU law enforcement cooperation in criminal matters
• 2024-12-02 “E-002715/2024 Answer given by Executive Vice-President Mînzatu on behalf of the European Commission When putting forward the European Green Deal and the Fitfor55 package, the Commission conducted several impact assessments, including for the revised Regulation setting CO2 emission performance standards for new passenger cars and vans, which upholds the principle of technology neutrality 1,2 .The Commission will prepare a progress report by 2025, notably covering employment impacts 3 . The EU has enacted measures and provides funding to ensure a fair transition, also in the automotive sector. This includes the European Skills Agenda, supporting Member States in up and reskilling of workers, and its Pacts for Skills such as the Automotive Skills Alliance aiming at upskilling 5 % of the sector’s workforce each year. Moreover, the Council Recommendation on a fair transition 4 provides guidance to Member States on these topics. These measures are also supported by EU funds 5 . Further, the European Globalisation Adjustment Fund supports workers suffering from displacements following restructuring. In addition, the Commission plans to present the Union of Skills in early March, supporting upskilling and reskilling, among other things. The Commission will also present a Quality Jobs Roadmap in the second half of 2025, with the aim to ensure a fair transition for all. The Commission continues working on supporting the transition, through various initiatives and in consultation with social partners and other stakeholders. The Strategic Dialogue on the Future of the Automotive Industry was launched on 30 January 2025, bringing together key stakeholders from the industry to propose and implement measures needed for the sector 6 . Thematic discussions are held as part of the Strategic Dialogue, including on skills and social considerations in the sector. 1 The regulation establishes a 100% CO2 emission reduction target for new cars and vans registered from 2035 onwards. http://data.europa.eu/eli/reg/2023/851/oj 2 Impact assessment accompanying Proposal for a Regulation of the European Parliament and of the Council amending Regulation (EU) 2019/631 as regards strengthening the CO2 emission performance standards for new passenger cars and new light commercial vehicles in line with the Union’s increased climate ambition. 3 Article 14a(f) of Regulation (EU) 2019/631, https://eur-lex.europa.eu/eli/reg/2019/631/2024-01-01 4 Council Recommendation on ensuring a fair transition towards climate neutrality (2022/ C 243/04). 5 such as the European Social Fund Plus. 6 Including actions addressing jobs, skills, and other social elements in the sector https://ec.europa.eu/commission/presscorner/detail/en/ip_24_6542”
  2035 CO2 Emission Target for Cars · Support for different mobility technologies Other Than Electric Vehicles
• 2024-11-26 “E-002664/2024 Answer given by Mr Hoekstra on behalf of the European Commission The revised Regulation 1 on CO 2 emission standards for new cars and vans registered in the EU was adopted in 2023. It sets progressive emission reduction targets, with a 100% reduction target from 2035. It provides certainty for manufacturers and investors on the transition to zero-emission vehicles, which is essential to deliver on the EU objective of becoming climate neutral by 2050, and to support the EU’s industrial competitiveness in view of the global zero-emission mobility market trends. The 2025 targets do not require that new vehicles registered be electric vehicles. While putting more affordable electric vehicle models on the market can help manufacturers to meet their targets, other technologies, such as plug-in hybrids and efficiency improvements for conventional vehicles can also contribute. Following a thorough anti-subsidy investigation, the Commission concluded in 2024 that the battery electric vehicle (BEV) value chain in China benefits from unfair subsidisation, which is causing a threat of injury to EU BEV producers. Therefore, the Commission has imposed countervailing duties on BEVs from China. In 2025, the Commission will prepare a progress report on the transition to zero-emission mobility 2 . In 2026, the Commission will review the effectiveness and impact of the Regulation 3 . The Commission will develop a Clean Industrial Deal, within the first 100 days of the mandate of the new Commission, as well as an EU industrial action plan for the automotive sector. The President of the Commission has announced a Strategic Dialogue on the Future of the Car Industry in Europe under her leadership with a view to swiftly proposing and implementing measures the sector urgently needs. 1 http://data.europa.eu/eli/reg/2023/851/oj 2 Article 14a of Regulation (EU) 2019/631. 3 Article 15 of Regulation (EU) 2019/631.”
  2035 CO2 Emission Target for Cars
• “Thank you. Under the heading of the European Union, the member states have lost out on all technology e vehicles, the e cars, e-cars, nanotechnology, space robotics, cloud digitalization, AI, semiconductors and the list goes on. And I think the problem lies in the principles that guide you. We've seen that around the world. There's now more protectionism when it comes to research and production. You have based your model on the growth. And then we have MAGA and there are challenges. We have to try and, um, release their energies and have more creation, more creative activities that you yourselves have renounced on progress itself. You say that the solution is in standardization and not in intervention. On banning and not allowing and rendering things more complex rather than simplification. And in order to get the European Union, um. Um, into the third millennium in a field, an area of fierce competition. You're going to have to rethink everything.”
  Overall simplification of regulation in the EU
• “Madam president. Merci. Thank you very much indeed. Thank you for your study, which really corroborates so that we can do this ourselves. Ah, we need to talk about rest periods as well. It's not just a case of parking your truck. It's a question also of allowing the driver to really get a proper rest. So we're in a system where at the end of the day, we've, uh, obliged uh, uh, truckers to take rest periods, but we haven't created the logistical conditions for this rest in France. More and more traditional, uh, uh, stopping places, uh, places that drivers can sleep are disappearing. And there are roads where, uh, hauliers are not allowed to, uh, stop and, and rest. Uh, and we're talking about, uh, certain, uh, roads and motorways where there are no resting places. I'm here as someone saying I, I am paying 70, you know, €1,000 a month for all of, uh, the, uh, the costs. But I don't even have somewhere I can rest, and that's unacceptable. Now, you're you saying that, uh, a driver's happy to live in the cabin of their truck? Well, for square meters, it's not ideal, really, as a living space. Uh, you're right, there are problems, but there is a genuine problem of attracting people to come to a job that involves sleeping in the cabin. There are now a weekly, uh, rest. That's something you haven't mentioned. Something you have to take in the cabin or, uh, certain drivers, particularly. Uh, particularly from the eastern countries. They basically live in the rest areas of motorways. And you see only foreign trucks there. There are people who live there in all weather. They, uh, you know, they have to go to the toilet outside their trucks and so on. It's not very, uh, Right and proper, and you have to make this an attractive job and you have to really, uh, respect weekly rest periods, too.”
  EU transport infrastructure integration
• “Thank you. On behalf of Patriots for Europe, I would like to propose the name of Roman Haider, my colleague. We have two candidates, so the procedure is as follows. Elizabeth Rosenberg is a full member of the committee and has been nominated by a group and has completed her declaration of financial interests, and that on the code of behavior and conflict of interest, that these declarations have all been appropriately completed. They are a prerequisite for her nomination, and she has made a declaration that she has no conflicts of interest as to Mr. had at the same apparently applies, and he has been nominated by a member and by a group, and has completed the requisite consents and the requisite declarations, and has therefore declared that he has no conflict of interest as per the rules in force. So we have two valid candidates now designated according to our rules. And we therefore need to proceed.”
  Recruitment policies in the EU