Zala TOMAŠIČ

Policy topics Zala TOMAŠIČ is active on

What Zala TOMAŠIČ has said (24)

• 2026-02-04 “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
• 2025-07-02 “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.”
  Corporate fleet electrification: binding zero-emission quotas vs. voluntary approach · Climate efforts · Road transport environmental policy
• 2025-01-07 “P-000039/2025 Answer given by Executive Vice-President Virkkunen on behalf of the European Commission Strengthening and protecting media freedom and media pluralism are key priorities for the Commission. The Commission is aware of the draft Media Act adopted by the Slovenian Government on 31 December 2024 1 and is closely following developments in this regard, also in the framework of its Rule of Law Report 2 . However, the Commission does not comment on draft proposals that are still under parliamentary discussion in a Member State. Article 6 of the Audiovisual Media Services Directive 3 requires Member States to ensure, by appropriate means that audiovisual media services provided by media service providers under their jurisdiction do not contain any incitement to violence or hatred nor public provocation to commit a terrorist offence. These measures must be necessary and proportionate and must respect the rights and observe the principles set out in the EU Charter of Fundamental Rights 4 . Members States are competent for designing and granting aid to undertakings, provided that such aid complies with Article 107 of the Treaty on the Functioning of the European Union and with the general principles of EU law. In November 2024, the Commission approved the prolongation of a scheme which supports the creation of media content in Slovenia that applies from 2025 to 2028 and is based on the Slovenian Media Act (case SA.113358) 5 . The Commission monitors the implementation of authorised State aid schemes in Member States. 1 https://www.gov.si/en/news/2024-12-31-media-act-approved-by-the-governmenttoday/#:~:text=The%20new%20Media%20Act%20prohibits,right%20to%20safeguard%20journalistic%20sourc es 2 https://commission.europa.eu/strategy-and-policy/policies/justice-and-fundamental-rights/upholding-rulelaw/rule-law/annual-rule-law-cycle_en 3 Directive (EU) 2018/1808, OJ L 303, 28.11.2018, p. 69–92. 4 https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:12012P/TXT 5 https://competition-cases.ec.europa.eu/cases/SA.113358”
  EU Supervision of the Rule of Law · Disinformation & online freedoms
• 2024-11-13 “E-002515/2024 Answer given by Executive Vice-President Ribera on behalf of the European Commission Directive 2003/87/EC 1 provides which activities are entitled to free allocation of emission allowances, which in general does not include electricity production. In its assessment of whether a specific case of state aid being provided is or is not compatible with the internal market, the Commission follows Articles 107 and 108 of the Treaty on the Functioning of the European Union 2 . The Commission is not in a position to comment on the compatibility of aid in general terms. In general, it is for Member States to decide if they wish to support a specific company or sector. If they decide to do so, it is for the Member States to design measures in line with EU law, and to assess whether a measure involves State aid. If a measure constitutes State aid within the meaning of Article 107 of the Treaty on the Functioning of the European Union, it needs to be notified by the relevant Member State to the Commission for assessment, in advance of any granting of aid to beneficiaries. 1 Directive 2003/87/EC of the European Parliament and of the Council of 13 October 2003 establishing a system for greenhouse gas emission allowance trading within the Union and amending Council Directive 96/61/EC (OJ L 275, 25.10.2003, p. 32–46). 2 Treaty on the Functioning of the European Union of 13 December 2007 — consolidated version (OJ C 202, 7.6.2016, pp. 47-360), https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=celex%3A12016ME%2FTXT”
  Energy (green transition)
• “In 2023, on a daily basis, about 12 million internet orders were placed in the European market into external markets, the majority into China. And this clearly shows that our customs cannot control everything. We also know that often Chinese products do not meet European standards. I believe in the free market, and I believe that more regulation is not the answer to everything. It also cannot be that the answer to everything is pressure on our platforms because of problems caused elsewhere, especially in countries where there are problems with assuring the legitimacy of various certifications. We also need to come back to the personal responsibility of all of us consumers, and we need to be aware of the fact that by ordering products from Chinese platforms, we are not only damaging European industry, but in the end of the day, we're also damaging our own health. We also need solutions at European level regarding influencers, so that we have a unified system, and that their status as content creators will also be recognised not only as advertisers. Thank you very much, Mr. Theodorus.”
  Trade relations with China
• “Thank you. Well, firstly, firstly, I I wanna wanna say I welcome the commission's efforts to simplify their regulatory framework for the automotive sector. I think we do have, a lot of good proposals, but I don't have a lot of time. And I want this speech to be interesting, so I'm gonna focus mostly on the 2 things I don't like. So firstly, I was very disappointed that I didn't see anything about the utility factor in there. I think this is not a wish, but a need. And I think it's very important to be in the omnibus so that it can take effect as soon as possible. Plugging hybrids remain an important part of a technology neutral transition, particularly in regions where charging infrastructure is still insufficiently developed. And if we're being honest, that is in a lot of places in the EU. Secondly, I don't think we should be penalizing manufacturers who push the industry over the edge, and that is definitely something we don't wanna do. So European manufacturers should not be pushed over the edge by even more obligations without regard to economic realities. And if we want a successful green transition, we need to help the industry to deliver it and not push it over the edge, like I said before.”
  Powertrain choice: EV-only pathway vs. equal support for hybrids, e-fuels, H2
• “Thank you. Dear colleagues. Today we are presenting the revision of the directive of the Measuring Instruments Directive. The rules are 20 years old and they do not reflect today's reality. They do not cover many measuring instruments that are key for digital and green change, such as electric vehicle supply equipment, compressed gas dispenser, electricity meters and thermal energy meters for cooling. In the past, this was regulated at a national level and this led to a fragmentation of the internal market. Legal uncertainty and higher costs for consumers and for companies. With this revision, we are now updating the measurement system and metrology system. We are updating the current rules so that we actually also take into account all the gases that were not used in the past. So we're also updating all the standards for accuracy and for reliability of data. This is key so that we know that measuring is accurate and that US citizens get what they pay for. Now we see that cloud solutions are pointed out and we are encouraging digitalization without regulating specific technologies. During the negotiations, the Parliament supported the Commission's proposal and also we have improved some solutions with technical clarifications. There is more flexibility with measurements at a distance, and also there are better technologies for electric vehicle supply equipment.”
  EU competences on consumer protection and product standards
• “The directive should also not impose retrofitting of existing EV chargers. It should only apply to new ones, and it is, as it is one of our objectives to have as much charging infrastructure available as possible. Then also to refine definitions for gas and electricity meters for clarity and technical correctness. I also wanted to enhance flexibility when it comes to this directive, and to avoid any confusion with classes already used for electricity and gas meters under the current mood. I also was paying attention to reflect real life behavior of high powered DC chargers, improve reliability and practicality of measurements during short or ramp up sessions, and avoid unnecessary burdens for private installations to especially to simplify maintenance and reduce costs without compromising the measurement reliability. Um. Overall, the aim is also to really encourage innovation and flexibility for manufacturers. Um, so overall, uh, it's a very technical directive, but I think, uh, that the draft report really nicely reflects the consumer protection as well as the industry standards. Uh, so I'm happy to hear now, uh, some feedback from the shadow rapporteurs. Thank you.”
  EV charging infrastructure
• “Thank you chair. I will continue in Slovenian. So first of all, I should mention this is a technical proposal. In and of itself, it's not controversial. Uh, it was well prepared. And we can support digitalization in the, uh, uh, in this sector as well. On behalf of EPP, I entered 12 amendments. Uh, they cover the following three areas. First of all, we would like to wish to arrange for the transfer of information on the vehicle ownership. In practice, a vehicle is sold with the new owners, does not reregister the vehicle, which is why there is no change of ownership in the register. And then if anything illegal happens with this vehicle, if they illegally exported, if or if there is an accident, the first owner is still responsible, but he has nothing to do with the vehicle. This is not fair and problematic from an administrative point of view. The seller should be able to notify the competent authority and as of this notification, all the responsibilities lie with the new owner. Second, temporary De-registration. This is what we suggest as well as well. More and more member States are using this, so it makes sense to keep it. But we need clear safeguards. Maximum periods should be determined. And we should also have verification that the that the vehicle actually exists for years is a good solution. This would prevent fraud and maintain flexibility for member states and companies. Thirdly, on mobile and physical registration certificates, if somebody temporarily lends their vehicle to a different person, the owner should have the ability to temporarily Prevent or improve access to digital certificates. Unless we have a single certificate at the European level, we should make it possible for owners to have paper documents. We wish to have a simple, implementable document that would ensure legal safety for companies and citizens. Thank you very much.”
  Driving licences
• “Thank you very much, chair. Dear Commissioner colleagues. When talking about transparency on the internal market, this is not just a technical question. More stands behind this. We're talking about influence, influence of third countries in the European Union, which is becoming bigger and bigger. They are trying to influence our political processes. I agree with stricter rules and more unified rules when it comes to interests of third countries in the European Union. I hope this report will be passed tomorrow. However, I want to be clear we need transparency for everybody who wants to influence politics of the European Union. This means it should also apply for NGOs. The civil society has an important role, of course. However, they should be subject to the same rules. We need to have transparency regarding who is financing who and why.”
  Transparency requirements for interest groups
• “I'll.Continue in Slovenian. Um. The strategy.Thank you. In the single market strategy, there is a lot of good ideas, but I'm afraid that I can't see how they're going to be implemented, especially as far as cooperation with member states is concerned, because we do know that member states can adopt stricter conditions at the national level. And this does happen actually in practice. So we can discuss standards that will enable an easier life for companies. But member states can make it tougher at the national level. And I don't know. What will happen with this high level purpose from the from the strategy. Will this resolve this problem or not? Specifically, in my in my dossiers, we often discuss the definition of the word immediately instead of actual content, because there is a fear that every member state will interpret immediately in a different way two milliseconds, two hours and so on. And we're discussing this. Um, and another issue that is, uh, a big barrier actually, that needs to be addressed. Uh, but it is within the competence of member states, actually, namely, they they need to set up a healthy tax environment. Without a healthy tax environment, it will be difficult to remain competitive. Thank you.”
  EU Single Market harmonisation
• “Hi. Uh, well thank you. So the Measuring Instruments Directive sets the framework and standards for the accuracy, safety and market access of various types of measuring instruments. But the problem is that it hasn't been updated for over 20 years. Uh, but obviously, during that time, we witnessed major Technological advancements. So as a result, the current version of the Mid. Does not account for the new technologies or measurement measurement needs such as. The rollout of smart meters and charging stations. So the directive is being updated to expand the scope to include modern devices such as the EV charging stations, compressed gas dispensers and cooling energy meters, as well as the to update essential requirements for the existing devices to support digitalization. Um, and as well to introduce harmonised rules for these new devices to prevent the fragmented national legislation. Um. So I'll be very short. Um, in my draft proposal, I focus mostly on specifying and clarifying certain things. Uh, but my main aim was to avoid overregulation of private and residential charging setups, while ensuring protections where consumers are billed directly. Then I focus a lot on allowing modern digital architecture, such as clouds, apps and smart platforms to be used so long as the measurements remain traceable and secure.”
  EU competences on consumer protection and product standards
• “(15:25:09 – 15:27:01): First, let me say that I find the Salini report very good and that nobody here means that this report prohibits electric vehicles. People will still be able to buy them. There's no war going on against electric vehicles, but it's a fact that we will allow that after 2035, people will be able to buy whatever they want. They will not be forced to buy electric vehicles. We can still have 100% electric vehicles driving on our roads even though there is no ban. And if the demand is as high as we've been told now and if the petrol is so expensive and technology is so much better, then why do we need any ban? People will follow this trend without any prohibitions. We are not a continent that prohibits. We are the European Union, and I really believe in the European Union. But if we look at China with the Communist Party, they have no prohibitions, whereas here in the European Union with our freedom, we are discussing prohibitions. So I think that this report goes in the right direction. Dependence on fossil fuels is bad. We've been able to see this, and it will be more and more evident, but this doesn't mean that we should be able to replace one dependency for another, meaning for the dependency on raw materials. And also the recycling of electric vehicles is dirty. I can discuss to what extent plug-in hybrids are dirty and how they are falling apart. But let's put all cards on the table and also discuss how the materials for batteries are being mined. So I think in the end, this Salini report is what the European Union needs. Okay. Now I lost my train of thought, but I was done anyway. So, my point is I support Massimiliano Salini in his report.”
  Road transport environmental policy
• “Thank you very much. Well, we're seeing the European Union working on behalf of the automotive industry here, But we need to see that one of the main problems is a lack of demand. It's not the industry that doesn't want to move towards electric cars. There is no market for heavy trucks, for example, electric heavy trucks. I mean, they currently use diesel and that's not looking those. It's going to change. I mean, I welcome the move towards technological neutrality and I hope that we can get rid of combustion engines. I do think politics here though needs to set a framework and establish the conditions for investment and innovation. I mean, that would be a good way to move rather than providing subsidies and bans. Thank you.”
  Road transport environmental policy
• “Okay. Well, thank you for all the questions and comments. Hopefully we'll be able to talk to other groups as well. Um, but regarding the technical specifications, we were in touch with the industry, and we're actually for a lot of the parts proposing more ambitious targets or just technically realistic targets, but I'll be happy to go over in more details at the later on meetings regarding that. Also, when it comes for direct billing, uh, we're only I'm only asking for certain aspects of that at a couple of points where that would make sense. Uh, because definitely measurement accuracy and appropriate billing is at the core of this directive, and we want to make sure that the consumers are billed appropriately. But at the same time, I think it's very important that where possible, we make life as easier for the companies as well, because our goal is to have as much charging infrastructure as fast as possible and that be working charging infrastructure. Um, so, um, I was really careful to find a balance when we're protecting the consumers where necessary, but also to avoid unnecessary burdens on private users and to support a flexible future proof solution. Um, so I'm really happy, uh, to hear there's interest in this directive. And for any further questions, um, I'm open to it and I'm looking forward to working with this. And of course, um, I'll reach out to the shadow rapporteurs to also schedule meetings with you and to listen to your concerns and answer your questions more specifically. Thank you.”
  EV charging infrastructure
• “Hello, everyone. It's no secret that the European automotive industry is in crisis, and we should be well aware of this when discussing this legislation. Our decisions will have a direct impact on people's everyday lives. And even though this legislation is necessary if we want to keep critical materials in the European Union in certain regards, the initial proposal was too bureaucratic. However, I am very pleased that the rapporteurs have done an excellent job and improved the proposal significantly. They listened not only to the different views of the political groups. I think we had more than 1700 amendments, but also to the industry, and showed that politicians can help our economy. They have also removed many unnecessary burdens that were there in the preliminary proposal. I would like to particularly welcome the fact that motor caravans and trailers have been excluded from the legislation, as they never belonged in the framework of this regulation, and would have created unnecessary red tape and complications. But now this regulation must not become yet another environmental Mental regulation. It should serve as a leverage for increasing our competitiveness and not only in terms of our automotive industry, but also for other industries like the recycling industry. I believe that if the institutions are willing to cooperate, they can do a lot for our economy. And that is why I also hope that the Commission will soon move from words about technological neutrality to action, and that in the European Parliament will soon see the withdrawal of the ban on the sale of internal combustion engines after 2035. Thank you.”
• “In this regulatory procedure. We had only one trilogue during the Danish presidency. This shows that all political issues were already tackled at the technical level before the political dialogue. We also got a good compromise about the timelines that were an open issue during the trilogue. Member states will have 24 months to transpose this into their national legislation. Um, and then, uh, we'll see, uh, what the transition period would be, maybe, uh, 48 months, depending on the device. Then also, um, all the, um. All the market will be preserved. We can also prevent, uh, retroactivity and we ensure enough time for adjustment and all the consumers will have all their advantages at hand right now. So this solution is good for consumers because this will ensure that the measurement will be more reliable. And this is also good for Europe because the digital transformation will be here without any regulatory burden. I would like to thank all the shadow rapporteurs and the Commission for very good cooperation, and I would like to call on all our colleagues to support this important proposal tomorrow when we vote.”
  Radio equipment (common charger)
• “The communication about this came only a few hours ago, but I'm afraid that at first sight it does not fulfill promises about technological neutrality. It only brings additional regulations that bring Europe farther from an open market. The obligations for companies about their fleets would effectively impose quotas, which would influence decisions of companies regarding their fleets. We don't need quotas, not when it comes to companies, nor member states. We don't need bans. We need healthy reasoning, good economic conditions, and true technological neutrality. This should not be a flexibility, but the European standard. Thank you.”
  Road transport environmental policy
• “Yeah. Sorry. Um, so that the water meters and additional utility meters are likely to be included in the full revision of the mid. This is why we did not consider it at this point. Um, so overall, we just really worked hard on improving the clarity on readability of the legal text. We did not alter the core technical values, with one exception where it makes sense when we discussed it with the stakeholders that are providing the this technology. So I think we have a very good, uh, draft compromise, but I'm happy to answer any questions if anyone has it.”
  Energy efficiency
• “Thank you. Chair. So in the clear, clean industrial deal, the commission, um, announced the greening of corporate fleets. And I would appreciate if you can elaborate on that. Has commission started any concrete work on that? What is the timeline? Also, I'm wondering what your views on quota is. I got to say, I very much oppose it, but I would like to hear your opinion. Um, as well as what do you understand under the term corporate fleets. Would this legislation apply also to businesses who use vehicles as their primary primary purpose, such as the transport industry and the rental car companies? Um, and my final question is, would you I mean, what is the definition of greening here? Would that only apply to EVs, or would you also acknowledge the role of plug in hybrids and other technologies? Thank you.”
  Corporate fleet electrification: binding zero-emission quotas vs. voluntary approach · Road transport environmental policy
• “Thank you very much. Europe needs to be open to business and support the single market. But we don't have to be naive. That's what's led us to the situation that we're in at the moment in some sectors. We're completely dependent on China. And China then in has achieved this result in a planned way. That's why we have to stand behind our industry, not just in the short term but in the long term. We are structurally dependent on China at the moment, and it's something that we can't change overnight. We need to diversify our supply chains, diversify our partners and not introduce too much new regulation. Regulation. We need to be smart about this and and work together strategically.”
  Sourcing of critical raw materials
• “Thank you and good morning. Well, it's a very technical file. So I want to firstly thank to the Secretariat and all to the shadow rapporteurs and all their staff that uh, we learned a lot about the supply electric vehicle supply equipment. All together. We dealt with 34 amendments. Uh, had one technical meeting and there is no major issues or disagreements among the groups. Uh, so we mostly focus on just improving the clarity and some technical feasibility. Uh, so it was very important that we do not impose retrofitting obligations, as it is one of our objectives, that there's as much charging infrastructure available on the market. Um, we also, uh, limited where it makes sense, uh, that some charging infrastructure requirements is used only for direct sales, uh, to kind of remove the unnecessary bureaucracy or the increased cost for the consumers. Um, it's very important that the the price paid by the consumer is based exclusively on the measurement results, which must be accurate and reflect the accurate billing as well. Um, we changed a couple of technological, uh, of technological things like the minimum measurable quantity values just to reflect the current technological abilities of the charging stations. Um, we also introduced a ripple effect table. Uh, we corrected some definitions and replaced the accuracy classes. Uh, we also ensured that the meteorological control applies to the data and not the channel. Um, so I can go into more details if anyone has questions, but because it's a very technical file. This was just a quick overview. Um, so our colleagues from the ECR Group proposed including water meters, um, into the scope of the directive, which, uh, I personally agree with. But after talks with the Commission, because of the limited scope of this revision, um, it's likely that it's going to it's very likely that it's going to be included.”
  EV charging infrastructure
• “Thank you. Before I start, I would also request if we could have interpretation to Slovenian for the next committee meetings. Um, but now I'm a strongly speak against ending geoblocking in audiovisual sector because it would very negatively affect the smaller member states. Um, it would reduce cultural diversity and it would harm both the industry and the consumers. Um, for consumers, it would limit the content variety as territorial exclusivity deals would disappear, which would make it very hard to finance and distribute European productions. So many films and TV programs could become unviable. And usually how it works, usually many countries get together to to to finance a film or a TV show production, especially when it comes from a smaller member states. Then also the higher prices would follow as only big pan European companies would be able to survive, so smaller streaming services would be no longer able to survive, and many of the content in the audiovisual sector would be featured only in the bigger European languages such as English, Spanish, German and French, so the smaller ones would really hurt, and the smaller European languages are already fairly unattractive, and the ending of Geoblocking would make them even less unattractive, which would also lead to loss of jobs in the audiovisual sector in the smaller member states. So when it comes to audiovisual sector, I really ask that we leave Geoblocking because it does contribute to cultural diversity. Thank you.”
  Geo-blocking
• “Well, not long ago I saw a toy elephant, some ten centimetres big, but the label on it was 20cm long. And this is due to the European and International rules. The basic foundation of the European Union is the single market. But this is burdened by different barriers and there are 44% customs, tariffs and duties in place. And we are responsible for that ourselves. We discuss this at every parliamentary session, and the Commission has recognised that and gave some proposals for that. But now it's time to act. From theory to practice, we need to adopt measures that will make a single market possible. So that the single market will mean also single standards, so that we won't have 27 different rules. Thank you very much.”
  EU Single Market harmonisation